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KR100751232B1 - Pressure control method of ABS vehicle - Google Patents

Pressure control method of ABS vehicle Download PDF

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Publication number
KR100751232B1
KR100751232B1 KR1020020031504A KR20020031504A KR100751232B1 KR 100751232 B1 KR100751232 B1 KR 100751232B1 KR 1020020031504 A KR1020020031504 A KR 1020020031504A KR 20020031504 A KR20020031504 A KR 20020031504A KR 100751232 B1 KR100751232 B1 KR 100751232B1
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wheel
vehicle
brake pressure
slip ratio
torque
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KR20030093694A (en
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윤팔주
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주식회사 만도
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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
    • B60T8/32—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
    • 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
    • B60T8/52—Torque sensing, i.e. wherein the braking action is controlled by forces producing or tending to produce a twisting or rotating motion on a braked rotating member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/303—Speed sensors
    • B60Y2400/3032—Wheel speed sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/306—Pressure sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/30—Sensors
    • B60Y2400/307—Torque sensors

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

Abstract

본 발명은 차량용 미끄럼 방지방법에 관한 것으로서, 본 발명의 목적은 차량의 각 바퀴에 장착된 휠 속도센서 및 압력센서를 이용하여 노면의 마찰계수 대신에 마찰력에 의한 토크를 추정하고, 이를 이용하여 각 노면에 따른 최적의 슬립율 범위 내에서 제동이 이루어지도록 브레이크 압력을 제어하는 데 있다. The present invention relates to an anti-slip method for a vehicle, and an object of the present invention is to estimate torque by friction force instead of a friction coefficient of a road surface using a wheel speed sensor and a pressure sensor mounted on each wheel of a vehicle, The brake pressure is controlled so that braking is performed within an optimum slip rate range according to the road surface.

본 발명에서는 휠 속도센서를 통해 검출된 바퀴의 회전속도에 기초하여 차량의 슬립율을 산출하고, 휠 속도센서와 압력센서를 통해 검출된 값을 이용하여 상기 바퀴에 작용하는 마찰력에 의한 토크를 추정하며, 그 슬립율과 마찰토크를 이용하여 ABS 제어시 상기 슬립율에 대한 마찰토크의 변화량이 미리 설정된 범위 내에 있도록 상기 휠 실린더에서의 브레이크 압력을 조절한다. 이에 따라, 본 발명은 주행 차량의 노면의 상태를 정확히 반영함으로서 차량이 최적의 슬립율 부근에서 ABS 작동을 하도록 하여 제동거리를 단축시키는 효과가 있다.In the present invention, the slip ratio of the vehicle is calculated based on the rotation speed of the wheel detected by the wheel speed sensor, and the torque due to the frictional force acting on the wheel is estimated using the values detected by the wheel speed sensor and the pressure sensor. By using the slip ratio and the friction torque, the brake pressure in the wheel cylinder is adjusted so that the amount of change in the friction torque with respect to the slip ratio in the ABS control is within a preset range. Accordingly, the present invention accurately reflects the state of the road surface of the traveling vehicle, thereby reducing the braking distance by allowing the vehicle to perform ABS operation near the optimum slip ratio.

Description

에이비에스 차량의 압력제어방법{Method for control break pressure in a vehicle comprising Anti-lock Brake system}Method for control break pressure in a vehicle comprising Anti-lock Brake system}

도 1은 본 발명에 따른 ABS 시스템을 장착한 차량의 블록도이다.1 is a block diagram of a vehicle equipped with an ABS system according to the present invention.

도 2는 본 발명에 따른 ABS 차량의 브레이크 압력제어방법에 대한 흐름도이다. 2 is a flowchart illustrating a brake pressure control method of an ABS vehicle according to the present invention.

도 3은 ABS 제어시 최적의 슬립율 제어를 위해 슬립율에 대한 마찰토크의 변화량의 유효범위를 설명하기 위한 그래프이다. 3 is a graph for explaining the effective range of the amount of change in friction torque with respect to the slip ratio in order to control the optimum slip ratio during ABS control.

*도면의 주요부분에 대한 부호의 설명** Description of the symbols for the main parts of the drawings *

10 : 휠 속도센서 20 : 압력센서10: wheel speed sensor 20: pressure sensor

30 : ECU 40 : 유압밸브30: ECU 40: hydraulic valve

본 발명은 차량용 미끄럼 방지방법에 관한 것으로, 제동시 노면의 상태에 관계없이 최적의 슬립율 제어를 가능하게 하여 제동거리를 단축시키는 ABS의 압력제어방법에 관한 것이다.The present invention relates to a non-slip method for a vehicle, and relates to a pressure control method of an ABS to reduce the braking distance by enabling optimum slip ratio control regardless of the state of the road surface during braking.

일반적으로, 차량에는 차량의 제동능력향상과 제동중의 조향안정성 확보를 위해 차량 미끄럼 방지장치(Anti-lock Brake System 이하 ABS라 칭함) 구비하고 있다. 이러한 ABS 시스템은 제동 중 차륜은 회전하지 않아도 차량은 미끄러져 진행하게 되는 차륜의 상태를 대비한 것으로서, 제동중 차륜의 고착상태(locking)가 있기 전에 이를 사전에 감지하고 발생을 방지한다. In general, a vehicle is provided with a vehicle anti-skid device (hereinafter referred to as ABS) to improve the braking ability of the vehicle and to ensure steering stability during braking. The ABS system prepares for a state in which the vehicle slides while braking the wheel without braking, and detects and prevents occurrence of the wheel before locking during braking.

종래의 ABS 시스템에서의 브레이크 압력을 제어하는 방법은 차량의 전후륜에 설치된 휠 속도센서를 통해 차속을 추정하고 이를 기초로 현재의 슬립율과 감속도를 계산한 후, 이를 이용하여 주행 차량의 노면 마찰계수를 추정하고, 이 노면의 마찰계수와 슬립율의 일정관계에 기초하여 차량의 슬립율이 노면의 최대마찰계수에 해당하는 슬립율 범위에 도달하도록 브레이크 압력을 증압, 유지 및 감압시킨다.The conventional method of controlling the brake pressure in the ABS system is to estimate the vehicle speed using a wheel speed sensor installed in the front and rear wheels of the vehicle, calculate the current slip ratio and the deceleration based on the road speed, and then use the road surface of the driving vehicle. The friction coefficient is estimated, and the brake pressure is increased, maintained, and depressed based on the constant relationship between the friction coefficient of the road surface and the slip ratio so as to reach the slip rate range corresponding to the maximum friction coefficient of the road surface.

종래에는 실제 노면의 마찰계수를 직접적으로 측정하기 곤란하기 때문에 슬립율과 차륜의 감가속도를 이용하여 추정하였다. 그러나, 이러한 노면 마찰계수의 추정은 차륜의 속도에 기초하여 이루어지기 때문에 노면의 상태를 정확하게 반영하지 못하여 차량의 제동거리가 상대적으로 길어지는 문제점이 있다. Conventionally, since it is difficult to directly measure the friction coefficient of the actual road surface, it is estimated by using the slip ratio and the deceleration of the wheel. However, since the estimation of the road surface friction coefficient is made based on the speed of the wheel, the braking distance of the vehicle is relatively long because it does not accurately reflect the state of the road surface.

본 발명은 전술한 문제점을 해결하기 위한 것으로, 본 발명의 목적은 차량의 각 바퀴에 장착된 휠 속도센서 및 압력센서를 이용하여 노면의 마찰계수 대신에 마찰력에 의한 토크를 추정하고, 이를 이용하여 각 노면에 따른 최적의 슬립율 범위 내에서 제동이 이루어지도록 브레이크 압력을 제어하는 데 있다.The present invention is to solve the above problems, an object of the present invention is to estimate the torque by the friction force instead of the friction coefficient of the road surface using the wheel speed sensor and the pressure sensor mounted on each wheel of the vehicle, The brake pressure is controlled so that braking is performed within an optimum slip rate range according to each road surface.

전술한 목적을 달성하기 위하여 본 발명은 각 바퀴의 회전속도를 검출하기 위한 휠 속도센서 및 각 휠 실린더에서의 브레이크 압력을 검출하기 위한 압력센서를 구비한 ABS 차량에서의 브레이크 압력을 조절하기 위한 방법에 있어서, 상기 휠 속도센서를 통해 검출된 바퀴의 회전속도에 기초하여 차량의 슬립율을 산출하는 단계, 상기 휠 속도센서와 압력센서를 통해 검출된 값을 이용하여 상기 바퀴에 작용하는 마찰력에 의한 토크를 추정하는 단계, 상기 슬립율과 마찰토크를 이용하여 ABS 제어시 상기 슬립율에 대한 마찰토크의 변화량이 미리 설정된 범위 내에 있도록 상기 휠 실린더에서의 브레이크 압력을 조절하는 단계를 포함하는 것을 특징으로 한다.In order to achieve the above object, the present invention provides a method for adjusting brake pressure in an ABS vehicle having a wheel speed sensor for detecting the rotational speed of each wheel and a pressure sensor for detecting the brake pressure in each wheel cylinder. In the step of: calculating the slip ratio of the vehicle based on the rotational speed of the wheel detected by the wheel speed sensor, by the friction force acting on the wheel by using the values detected through the wheel speed sensor and the pressure sensor Estimating torque, and adjusting the brake pressure in the wheel cylinder so that the amount of change in friction torque with respect to the slip ratio in the ABS control is within a preset range by using the slip ratio and the friction torque. do.

이하에서는 본 발명의 바람직한 실시예를 본 도면을 참조하여 상세하게 설명하도록 한다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

도 1은 본 발명에 따른 ABS 시스템을 장착한 차량의 블록도이다. 도 1에 도시된바와 같이, 각 차륜에 마련되며 차륜의 속도를 검출하기 위한 휠 속도센서(10), 각 휠 실린더에서의 실제 압력을 검출하기 위한 압력센서(20), 휠 속도센서(10)와 압력센서(20)의 검출신호로부터 슬립율 및 노면과 타이어의 마찰력에 의한 토크를 추정하여 각 바퀴의 압력제어모드를 제어하는 ECU(Electrical Control Unit 이하 ECU라 칭함)(30), ECU(30)의 제어신호에 따라 온 또는 오프되어 각 휠 실린더에 제공되는 압력을 제어하는 유압밸브(40)로 이루어져 있다.1 is a block diagram of a vehicle equipped with an ABS system according to the present invention. As shown in FIG. 1, a wheel speed sensor 10 provided on each wheel to detect the speed of the wheel, a pressure sensor 20 to detect actual pressure at each wheel cylinder, and a wheel speed sensor 10. And ECU (hereinafter referred to as an electrical control unit ECU) 30 for controlling the pressure control mode of each wheel by estimating the slip rate and the torque by the frictional force between the road surface and the tire from the detection signal of the pressure sensor 20 and the ECU 30 On or off in accordance with the control signal of the) is composed of a hydraulic valve 40 for controlling the pressure provided to each wheel cylinder.

도 2는 본 발명에 따른 실시예로 ABS 차량의 브레이크 압력제어방법에 대한 흐름도이다. 도 2에 도시된바와 같이, ECU(30)는 각 휠 속도센서(10)로부터 휠 속도을 읽어 들이고(S100), 각 압력센서를 통해 각각의 휠 실린더의 압력을 읽어 들 인다(S110). 이어서, ECU(3)는 각 휠 속도센서(10)를 통해 읽어 들인 휠 속도에 기초하여 바퀴의 감속도 또는 가속도를 산출하고, 차체속도를 추정한다(S120).2 is a flowchart illustrating a brake pressure control method of an ABS vehicle according to an embodiment of the present invention. As shown in FIG. 2, the ECU 30 reads the wheel speed from each wheel speed sensor 10 (S100), and reads the pressure of each wheel cylinder through each pressure sensor (S110). Subsequently, the ECU 3 calculates the deceleration or acceleration of the wheel based on the wheel speeds read through the wheel speed sensors 10, and estimates the vehicle body speed (S120).

단계(S120)에서 차체속도가 추정되면, ECU(30)는 각 휠 실린더의 휠 속도 및 차체속도를 이용하여 차량의 슬립율(S)을 산출한다(S130).When the vehicle body speed is estimated in step S120, the ECU 30 calculates the slip ratio S of the vehicle using the wheel speed and the vehicle speed of each wheel cylinder (S130).

차량의 슬립율이 산출되면, ECU(30)는 산출된 슬립율에 기초하여 ABS 개시조건인지를 판단하게 된다(S140). When the slip ratio of the vehicle is calculated, the ECU 30 determines whether the ABS starts condition based on the calculated slip ratio (S140).

단계(S140)에서의 판단결과 ABS 개시조건이면, ECU(30)는 단계(S100)에서 읽어들인 휠 속도로부터 산출된 바퀴의 감속도 또는 가속도와 단계(S110)에서 검출된 각 휠 실린더의 압력을 이용하여 마찰토크를 추정한다(S150). 이때, 일반적으로 마찰토크는 다음의 관계식으로 구할 수 있다.If the determination result in step S140 is an ABS starting condition, the ECU 30 determines the deceleration or acceleration of the wheel calculated from the wheel speed read in step S100 and the pressure of each wheel cylinder detected in step S110. The friction torque is estimated by using (S150). In this case, friction torque can generally be obtained by the following relationship.

I * (dw/dt) = TF - TB ---- 식(1)I * (dw / dt) = TF-TB ---- Equation (1)

TB = Rb * mub * Ab * Pb = Kb * Pb ---- 식(2)TB = Rb * mub * Ab * Pb = Kb * Pb ---- Formula (2)

(바퀴의 관성모멘트 I, 바퀴의 각속도 w의 시간에 따른 미분치인 각가속도 dw/dt, 바퀴에 작용하는 마찰토크 TF, 제동토크 TB, 브레이크 디스크의 반경 Rb, 브레이크 디스크와 마찰재간의 마찰계수 mub, 브레이크 디스크와 마찰재간의 유효 접촉면적 Ab, 브레이크의 휠 실린더의 압력 Pb)(The moment of inertia of the wheel I, the angular acceleration dw / dt which is a derivative of the angular velocity w of the wheel, the friction torque TF acting on the wheel, the braking torque TB, the radius of the brake disc Rb, the friction coefficient mub between the brake disc and the friction material, the brake Effective contact area Ab between disk and friction material, pressure Pb of wheel cylinder of brake)

식(2)를 식(1)에 대입하여 식(1)을 다시 정리하면, Substituting equation (2) into equation (1) and rearranging equation (1),

TF = I * (dw/dt) + Kb * Pb ---- 식(3)TF = I * (dw / dt) + Kb * Pb ---- Formula (3)

식(3)에서 I와 Kb는 차량과 브레이크의 사양에 따라 결정되는 상수이다. 따라서, 마찰토크는 휠 실린더의 압력과 바퀴의 각가속도에 의해 결정된다. In Equation (3), I and Kb are constants determined according to the specifications of the vehicle and the brake. Therefore, the friction torque is determined by the pressure of the wheel cylinder and the angular acceleration of the wheel.                     

일반적으로 마찰토크는 다음의 식에 의해 구할 수 있다. In general, the friction torque can be obtained by the following equation.

TF = Rw * muf * M * g = Kf * muf ---- 식(4)TF = Rw * muf * M * g = Kf * muf ---- Equation (4)

(바퀴의 반경 Rw, 노면과 타이어간의 마찰계수 muf, 차량의 무게 M, 중력가속도 g)(Rw radius of the wheel, friction coefficient muf between road surface and tire, vehicle weight M, gravitational acceleration g)

식(4)에서 알 수 있듯이 Kf는 차량의 사양에 따라 정해지는 상수임으로 마찰토크는 노면의 마찰계수에 비례한다(마찰토크 TF는 식(4)에 의해 구할 수 있으나, 노면의 마찰계수 muf는 직접 측정이 곤란한 값이기 때문에 식(3)을 이용하여 구한다). As can be seen from equation (4), Kf is a constant determined according to the specification of the vehicle, so the friction torque is proportional to the friction coefficient of the road surface (friction torque TF can be obtained by equation (4), but the friction coefficient muf of the road surface is Since direct measurement is difficult value, it calculates using Formula (3)).

따라서, 도 3에 도시된바와 같이, 마찰토크와 슬립율의 선도는 노면의 마찰계수와 슬립율의 선도와 마찬가지로 주행 차량의 노면의 상태를 정확히 반영하게 된다. Accordingly, as shown in FIG. 3, the diagram of the friction torque and the slip ratio accurately reflects the state of the road surface of the traveling vehicle, similar to the diagram of the friction coefficient and the slip ratio of the road surface.

단계(S150)후에 ECU(30)는 슬립율과 마찰토크로부터 도 3에서의 곡선의 기울기(dTF/dS)를 계산한다(S160).After step S150, the ECU 30 calculates the slope dTF / dS of the curve in FIG. 3 from the slip ratio and the friction torque (S160).

단계(S160)에서 곡선의 기울기(dTF/dS)가 계산되면, ECU(30)는 계산된 곡선의 기울기값이 미리 설정된 유효범위의 기울기인지를 판단한다(S170). 이때, 차량의 제동력이 최대가 되는 최적의 슬립율은 곡선의 기울기값이 영인 지점이며(dTF/dS = 0), 이 값을 중심으로 미리 설정된 상한 임계치((dTF/dS)H) 및 하한 임계치((dTF/dS)L)의 범위 내에 단계(S160)에서 계산된 곡선의 기울기가 속하는 지를 판단하게 된다.When the slope dTF / dS of the curve is calculated in step S160, the ECU 30 determines whether the calculated slope value of the curve is a slope of a preset effective range (S170). At this time, the optimum slip ratio at which the braking force of the vehicle is maximum is a point at which the slope value of the curve is zero (dTF / dS = 0), and the upper limit threshold ((dTF / dS) H) and the lower limit threshold preset based on this value It is determined whether the slope of the curve calculated in step S160 falls within the range of (dTF / dS) L.

차량이 최적의 슬립율에서 제동되도록, 단계(S170)의 판단결과 dTF/dS > (dTF/dS)H 이면, 해당 휠 실린더의 브레이크 압력을 증압시킨다(S180). 만약, 판단결과 (dTF/dS)L < dTF/dS < (dTF/dS)H 이면, 해당 휠 실린더의 브레이크 압력을 유지시킨다(S190). 한편, 판단결과 dTF/dS < (dTF/dS)L 이면, 해당 휠 실린더의 브레이크 압력을 감압시킨다(S200).If the result of the determination in step S170 is dTF / dS> (dTF / dS) H, the brake pressure of the wheel cylinder is increased (S180). If (dTF / dS) L <dTF / dS <(dTF / dS) H, the brake pressure of the corresponding wheel cylinder is maintained (S190). On the other hand, if the determination result dTF / dS <(dTF / dS) L, the brake pressure of the wheel cylinder is reduced (S200).

이상에서 설명한 바와 같이, 본 발명은 각 바퀴에 작용하는 마찰토크를 통해 주행 차량의 노면의 상태를 정확히 반영함으로서 차량이 최적의 슬립율부근에서 ABS 작동을 하도록 하여 제동거리를 단축시키는 효과가 있다.As described above, the present invention has the effect of reducing the braking distance by accurately reflecting the state of the road surface of the traveling vehicle through the friction torque acting on each wheel so that the vehicle operates ABS near the optimum slip ratio.

Claims (3)

각 바퀴의 회전속도를 검출하기 위한 휠 속도센서 및 각 휠 실린더에서의 브레이크 압력을 검출하기 위한 압력센서를 구비한 ABS 차량에서의 브레이크 압력을 조절하기 위한 방법에 있어서, A method for adjusting brake pressure in an ABS vehicle having a wheel speed sensor for detecting a rotation speed of each wheel and a pressure sensor for detecting brake pressure at each wheel cylinder, the method comprising: 상기 휠 속도센서를 통해 검출된 바퀴의 회전속도에 기초하여 차량의 슬립율을 산출하는 단계,Calculating a slip ratio of the vehicle based on the rotation speed of the wheel detected by the wheel speed sensor; 상기 휠 속도센서와 압력센서를 통해 검출된 값을 이용하여 상기 바퀴에 작용하는 마찰력에 의한 토크를 추정하는 단계,Estimating torque by frictional force acting on the wheel using the values detected by the wheel speed sensor and the pressure sensor; 상기 슬립율과 마찰토크를 이용하여 ABS 제어시 상기 슬립율에 대한 마찰토크의 변화량이 미리 설정된 범위 내에 있도록 상기 휠 실린더에서의 브레이크 압력을 조절하는 단계를 포함하는 것을 특징으로 하는 에이비에스 차량의 압력제어방법.And adjusting the brake pressure in the wheel cylinder so that the amount of change in friction torque with respect to the slip ratio is within a preset range during ABS control using the slip ratio and the friction torque. Control method. 제 1항에 있어서,The method of claim 1, 상기 마찰토크를 추정하는 단계는 상기 휠 속도센서로부터 검출된 바퀴의 회전속도에 따른 감가속도를 산출하는 단계,Estimating the friction torque may include calculating a deceleration speed according to a rotation speed of the wheel detected from the wheel speed sensor; 상기 압력센서를 통해 상기 휠 실린더에서의 브레이크 압력을 검출하는 단계,Detecting the brake pressure at the wheel cylinder through the pressure sensor; 상기 감가속도 및 브레이크 압력을 미리 설정된 식에 대입하여 상기 마찰토 크를 추정하는 단계를 포함하는 것을 특징으로 하는 에이비에스 차량의 압력제어방법.And estimating the friction torque by substituting the deceleration and brake pressure into a preset equation. 제 1항에 있어서,The method of claim 1, 상기 브레이크 압력조절단계에서는 상기 슬립율에 대한 마찰토크의 변화량이 0인 부근의 유효범위를 설정하고, ABS 제어시, 상기 변화량의 값을 확인하여 상기 변화량이 상기 설정된 유효범위를 초과하는 경우, 상기 브레이크 압력을 증압시키며, 상기 변화량이 상기 유효범위미만인 경우, 상기 브레이크 압력을 감압시키며, 상기 변화량이 상기 유효범위내에 속하는 경우, 상기 브레이크 압력을 유지시키는 것을 특징으로 하는 에이비에스 차량의 압력제어방법.In the brake pressure adjusting step, when the amount of change in frictional torque with respect to the slip ratio is set to 0, and the amount of change exceeds the set effective range by checking the value of the amount of change during ABS control, And boosting the brake pressure to reduce the brake pressure when the change amount is less than the effective range, and to maintain the brake pressure when the change amount is within the effective range.
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