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김주곤(JooGon Kim),이혜림(Hyerim Lee),정대종(DaeJong Jeong),우덕현(DurkHyeun Wuh) 한국자동차공학회 2010 한국자동차공학회 학술대회 및 전시회 Vol.2010 No.11
A new Intelligent Vehicle Safety System(IVSS) which can be used for total safety in the future are proposed in this paper. The proposed IVSS can be applied in the sideslip control of the vehicle safety system with the value of Beta (Beta is a sideslip in the COG of a vehicle) which is obtained from a vehicle observer. The ECU of IVSS is a new electronic integrated chassis controller with 6-axis sensor. It is used for a sensor controller for the sake of vehicle stability. We obtained both a vehicle observer using 6- axis Gyro sensor and Beta through the vehicle observer. To show the feasible performance of the proposed ECU, vehicle observer and Beta, the vehicle tests of the developed value of Beta and the developing value of Beta were accomplished. And results have the better performance comparing to the previous one. From this research, we have obtained core technologies to develop both the ECU of IVSS and the algorithm of vehicle observer including Beta which can be applied to the advanced vehicles such as hybrid vehicles, fuel cell vehicles, and electrical vehicles.
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Hybrid Brake System의 Clamping force 보상 제어
정지현(Jihyun Jung),김명준(Myoungjune Kim),김주곤(Joogon Kim),정대종(Daejong Jeong) 한국자동차공학회 2010 한국자동차공학회 학술대회 및 전시회 Vol.2010 No.11
EMB is a suitable brake model on the trend of the safety devices, the convenient devices and the eco-friendly devices. It is the equipment to brake using motors instead of hydraulic pressures. This paper describes the system overview of the EMB, braking control principles and clamping force compensation algorithm. EMB System requires the motor device while braking, not the existing hydraulic device. EMB is the device that Motor rotation movement converts to the straight movement and this straight power converts to the clamping force while braking. But the clamping force varies with the friction and Assembly of gears. Therefore clamping force is not easy to estimate in the current control. Furthermore clamping force control is not the same in a common CBS situation even if the two sides of the wheel EMB actuator receive the same current command. Difference of the clamping force means the difference between the left and right actuators. It is disadvantageous to the stopping distance and stability of the vehicle. Therefore clamping force compensation algorithm is used to compensate the difference in the clamping forces. First, the current vs. clamping force map is made by actuator. To eliminate the differences of the two clamping forces of the actuator, it needs that to find the current control value corresponding to the needed clamping force with the current vs. clamping force of map of the standard actuator. As a result of the test with the current control, the control value is changed to meet the same amount of clamping force due to the actuator performances.
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