KR20220050438A - ABS module simulator for car - Google Patents

Abstract

The present invention relates to a vehicle ABS module simulator which allows an ABS module to effectively perform various tests. According to the present invention, a power supply unit (1) for separately supplying driving power to a simulator (10), an ABS ECU (20), and a diagnosis device (30) is included.

Description

ABS module simulator for car}

The present invention relates to a test apparatus for an ABS module, which is a vehicle brake component, and in particular, transmits virtual data generated in a simulator to an ABS module, and transmits an output value of an ABS module operated by the virtual data to a diagnostic device, , the diagnostic device relates to an ABS module simulator for a vehicle that determines whether the ABS module operates normally.

In general, the ABS (Anti-Lock Brake System) system is a key component used in automobiles for directional stability, steering stability, tire uneven wear, and smooth braking on slippery roads. The ECU (Electroing Control Unit) controls ABS by receiving various signals. ), the HCU (Hydraulic Control Unit) that adjusts the wheel cylinder hydraulic pressure by receiving the ECU signal, the wheel speed sensor that detects the number of revolutions of the front and rear four wheels and transmits it to the ECU, and the signal is sent to the ECU when the brake pedal is pressed It is composed of a brake switch that transmits to the system and an ABS warning light that warns of an ABS failure signal, and is a key component for a vehicle that enables the vehicle's brake system to operate stably.

1 is a block diagram schematically showing this, a signal output from the ABS ring 2 installed on the drive shaft 1 of the vehicle is detected by the sensor unit 2 and transmitted to the ABS module 4, and the ABS module According to the control signal of (4), the brake device 5 is appropriately controlled according to the speed of the vehicle, the road surface condition, and the like.

In general, the simulation of the ABS module is roughly divided into software/hardware simulation, the software simulation is to diagnose the ABS module by determining the brake pressure considering all variables with a computer, and the hardware simulation is to actually operate the vehicle and the inertia wheel and attach the sensor. After measuring wheel speed, pressure, friction coefficient, etc., the ABS module is diagnosed by calculation.

However, the software simulation has a problem in that it is difficult to model a nonlinear phenomenon such as a brake pressure when calculating a variable with a computer, and it is difficult to perform an accurate simulation.

In addition, since it is dangerous to test the inertia of an actual vehicle indoors in the hardware simulation, various road conditions such as snowy roads or rain roads and driving conditions such as curves and hills and driving conditions such as curves and hills are set and repeated experiments are performed to develop and test the ABS control logic. In order to do this, there was a problem in that it takes a lot of time and cost to manufacture a vehicle and an inertia wheel.

In order to solve this problem, Patent Registration No. 10-0191260 (hereinafter referred to as 'prior art') discloses a brake system including a master cylinder and a pneumatic cylinder and a vacuum pump for generating pressure when the driver steps on the brake; a hydraulic device including a motor pump for circulating the flow rate, and a solenoid valve for lowering the pressure when the wheel is locked; a relay box for driving the motor pump and the solenoid valve; a pressure measuring device for measuring the braking pressure applied to the front and rear wheels; an A/D converter converting the measured pressure value into a digital value; and a control logic for calculating a wheel speed and a vehicle speed by using a predetermined initial speed and the pressure value, and then calculating a slip rate accordingly, a driving logic for driving the relay box to perform pressure reduction or pressure increase according to the slip rate; and a personal computer including an output logic for outputting the simulation result, and configures the simulator by the personal computer and uses the actual hydraulic device as a subroutine in the simulation algorithm (hardware in the loop; HiL) to perform real-time simulation An ABS simulator that can be performed was proposed.

However, in the prior art, a simulation algorithm is separately configured in a personal computer according to the vehicle, and a hydraulic device is implemented in the algorithm, so the configuration is complicated, and there is a problem that an individual algorithm must be newly produced according to the type of vehicle. .

The present invention is to solve the above problems, and relates to a test apparatus for an ABS module, which is an automobile brake part, and in particular, transmits virtual data generated in a simulator to an ABS module and operates by the virtual data. An object of the present invention is to provide an ABS module simulator for a vehicle that transmits the output value of the ABS module to a diagnostic device, and the diagnostic device determines whether the ABS module operates normally.

The ABS module simulator for a vehicle according to the present invention generates virtual data and transmits it to the ABS ECU, and transmits the output value of the ABS ECU based on the virtual data to the diagnostic device to check whether the ABS module is operating normally. In the module simulator, it is configured to include a power supply unit for supplying driving power to the simulator, the ABS ECU, and the diagnostic device, respectively. The value transmitted from the wheel selector that selects the wheel is converted into an electrical signal and transmitted to the ABS module through the signal output unit. In the ABS ECU, the virtual wheel input to each wheel port (FL, FR, RL, RR) is A control signal for operating the master cylinder of the brake device is generated through the speed sensor signal and transmitted to the diagnostic device, and the diagnostic device compares the control signal with a pre-stored reference value to determine whether the ABS module operates normally. to be characterized by its technical characteristics.

The ABS module simulator for a vehicle according to the present invention is effective in determining whether the ABS module operates normally by virtual data generated in the simulator without directly installing the ABS module in the vehicle.

In addition, the present invention effectively performs various tests in which the actual ABS module is applied to an actual situation by variously changing the wheel speed sensor signal output according to the options of the speed selection unit, the sensor selection unit, and the wheel selection unit provided in the simulator. can do.

1 is a block diagram of the operation of a conventional ABS module;
2 is a block diagram of an ABS module simulator for a vehicle according to the present invention;
3 is a detailed configuration diagram of the simulator of FIG. 2;
4 is a schematic diagram of an ABS module simulator for a vehicle according to the present invention;
5 is an output signal of a passive type wheel speed sensor used in the present invention;
6 is an output signal of an active type wheel speed sensor used in the present invention;
7 is an output signal of an intelligent (smart type) wheel speed sensor used in the present invention;
8 is an output signal of a VDA type wheel speed sensor used in the present invention.

A preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

In the simulator according to the present invention, as shown in FIG. 2 , virtual data generated in the simulator 10 is transmitted to the ABS ECU 20 , and an output value of the ABS ECU 20 generated by the virtual data is diagnosed. It is transmitted to the device 30 to check whether the ABS module operates normally.

At this time, as shown in FIG. 3 , the simulator 10 includes a power supply unit 1 that supplies driving power to the simulator 10 , the ABS ECU 20 , and the diagnostic device 30 , respectively, and a control unit. In (12), the value transmitted from the speed selector 13 for selectively determining the speed of the vehicle, the sensor selector 14 for detecting the measured value, and the wheel selector 15 for selecting the wheel of the vehicle is an electrical signal. converted to and transmitted to the ABS module 20 through the signal output unit 20 .

This will be looked at in detail through the schematic diagram of FIG. 4 .

The simulator 10 according to the present invention bypasses the power transmitted to the power supply unit 11 and supplies it to the ABS ECU 20 and the diagnostic device 30, and includes a speed selection unit 13, a sensor selection unit 14 and The virtual wheel speed sensor signal output according to the selection of the wheel selector 15 is input to each of the wheel ports FL, FR, RL, and RR of the ABS ECU 20 .

At this time, in order to visually confirm whether the sensor signals of the speed selector 13, the sensor selector 14, and the wheel selector 15 are accurately transmitted to each wheel port, a separate operation indicator 16 is provided. has been added

In addition, the ABS ECU 20 generates a control signal for operating the master cylinder (not shown) of the brake device through a virtual wheel speed sensor signal input to each wheel port (FL, FR, RL, RR). is transmitted to the diagnostic device 30 , and the diagnostic device 30 compares the control signal with a reference value stored in advance to determine whether the ABS module operates normally.

In particular, in the present invention, four wheel speed sensors of a passive type, an active type, a smart type, and a VDA type shown in Figs. is applied selectively.

First, the passive type wheel speed sensor is a sensor composed of a magnet wound around a coil near the encoder gear wheel. The coil and magnet are mounted on a vehicle or axle, and the teeth of the encoder wheel along one pole of the permanent magnet Since the magnet generates an AC signal in the coil in conjunction with the ECU, a sine wave sensor signal as shown in FIG. 5 is output as a result. A constant cycle signal is generated from each gear, and the magnitude of the signal fluctuates according to the gap and speed of each gear. That is, as the speed increases and the gap decreases, the induced voltage increases.

However, such a passive wheel speed sensor has a disadvantage in that it shows a low signal amplitude at a low speed.

In addition, the active type wheel speed sensor, that is, the above sensor applies magnetoresistance induced by electrical resistance that changes when a specific material comes into contact with a magnetic field, and is placed on the gear wheel and generated between the gaps of the gear mount. As a measure of resistance change due to change in flux density, it is converted into a prescribed current of 7mA (gap) and 14mA (chia acid) as shown in FIG. 6, and the amplitude of the signal is independent of the speed.

This active wheel speed sensor has an advantage that it can be applied even when the speed value is 0 because the output signal does not depend on the speed.

In addition, the smart type wheel speed sensor outputs a pulse width modulated signal in which additional information such as rotation direction and magnetic field strength is coded, and the encoder wheel consists of a plastic element of opposite magnetization (mounted on a non-magnetic metal carrier). During rotation, the sign of the Hall voltage changes.

That is, as shown in Fig. 7, the change between the teeth and the gap of the encoder wheel causes a change in the magnetic flux density, which results in a change in the Hall voltage, so that the signal ultimately provided by the sensor is proportional to the speed with the frequency and It consists of a current pulse of 14 mA (low = 7 mA) whose rising edge has an exact temporal relationship to the change in the segment, the pulse width is determined by the direction of rotation and the electric field strength, the encoder wheel is paused or changes in the sensor signal for some other reason. If there is no stop pulse of about 1 second. 1.5Hz repetition rate is output.

For example, when a segment changes on the encoder wheel, a high-level pulse is output, which is preceded by a short low-phase T0, typically 45 μs long. This phase is called the pre-bit phase. A larger gap results in a lower magnetic field strength, which is indicated by a high pulse of width T0 (air gap limit 1), which is output for bidirectional rotation. The steady-state field strength is expressed as a pulse width of 2 T0 (reverse rotation direction) or 4 T0 (forward rotation direction).

At this time, the field strength range exceeding the air gap limit is called the mounting position error range, and in this range, a pulse of length 8 T0 (reverse rotation direction) or 16 T0 (forward rotation direction) is generated.

In addition, the VDA wheel speed sensor is an active sensor based on the Hall effect, and includes a speed pulse and data bits as shown in FIG. 8 .

A speed pulse is output from every "edge" of the encoder wheel, the current IH of this pulse is 4 times the low level IL = 7mA, and the initial bit that sets the current level to IL takes precedence over this pulse. Also, an additional 9 bits will follow the rate pulse with a current level of IH = 2 IL.

Accordingly, the ABS module simulator for a vehicle according to the present invention generates an output value by transmitting virtual data to the ABS module, so that the operating state of the ABS can be repeatedly tested like the real vehicle state without a separate hardware configuration. It can be applied to various vehicles by mounting a wheel speed sensor.

10: simulator 11: power unit
12: control unit 13: speed selection unit
14: sensor selection unit 15: wheel selection unit
16: operation indicator
20: ABS ECU 30: Diagnostic device

Claims (3)

In the ABS module simulator, which generates virtual data and transmits it to the ABS ECU, and transmits the output value of the ABS ECU generated by the virtual data to a diagnostic device to check whether the ABS module operates normally,
The simulator 10 includes a simulator 10, a power supply unit 1 for supplying driving power to the ABS ECU 20 and the diagnostic device 30, respectively, and the control unit 12 selectively determines the vehicle speed. Converts the value transmitted from the speed selector 13 to select the speed selector 13, the sensor selector 14 to detect the measured value, and the wheel selector 15 to select the wheel of the vehicle into an electrical signal, and through the signal output unit 20 It is transmitted to the ABS ECU (20),
The ABS ECU 20 generates a control signal for operating the master cylinder of the brake device through a virtual wheel speed sensor signal input to each wheel port (FL, FR, RL, RR) to generate a diagnostic device (30) and the diagnosis device (30) compares the control signal with a pre-stored reference value to determine whether the ABS module operates normally.
The method of claim 1,
The control unit 12 transmits a virtual wheel speed sensor signal output according to the selections of the speed selection unit 13, the sensor selection unit 14, and the wheel selection unit 15 to the wheel port (FL) of the ABS ECU 20 . , FR, RL, RR),
A separate operation indicator light 16 is added to visually confirm whether the sensor signals of the speed selector 13, the sensor selector 14, and the wheel selector 15 are accurately transmitted to each wheel port. ABS module simulator for a vehicle, characterized in that.
The method of claim 1,
The sensor selection unit 14 is composed of a magnet wound around a coil near the encoder gear wheel, and along one pole of the permanent magnet, the toothed magnet of the encoder wheel interlocks with the ECU to generate a sine wave AC signal in the coil. passiv type); or
Magnetoresistance induced by electrical resistance that changes when a specific material comes into contact with a magnetic field is applied to the gear wheel and measures the resistance change due to the change in flux density that occurs between the gaps of the gear mountain to measure the amplitude of the signal active type independent of this rate; or
Outputs a pulse width modulated signal in which additional information such as rotation direction and magnetic field strength are coded, the encoder wheel is composed of a plastic element of opposite magnetization, so that the sign of the Hall voltage changes during rotation (smart type); or
An active sensor based on the Hall effect, a VDA type that includes speed pulses and data bits output from every “edge” of the encoder wheel; middle
ABS module simulator for a vehicle, characterized in that an output signal is generated by selecting any one wheel speed sensor.

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