Locomotive cornering tracking anti-skid control method

Abstract

This invention relates to a method for cornering traction control of a motorcycle, executed by an electronic control unit (ECU) of the motorcycle. The ECU calculates a straight-line slip based on the speeds of the front and rear wheels, and receives data sensed by an inertial measurement unit. Using this data, it calculates the roll angle of the motorcycle when entering and exiting a curve. The ECU then uses this roll angle to look up a table to obtain a cornering slip. The cornering slip and the straight-line slip are summed to obtain a total slip. The ECU then performs calculations and table lookups based on the total slip to generate an engine torque reduction command. This engine torque reduction command reduces the engine torque output of the motorcycle. Therefore, this invention can appropriately reduce engine torque output when there is significant slip, whether the motorcycle is traveling on a straight road or entering and exiting a curve, to prevent the vehicle from skidding and causing an accident.

Description

[Technical Field]

[0001] This invention relates to a locomotive control method, and more particularly to a control method for preventing a locomotive from slipping when it is going through a curve. [Previous Technology]

[0002] When a motorcycle travels on a slippery surface or enters / exits a curve, the speeds of its front and rear wheels are not equal, creating a speed difference known as "slip." If this speed difference is too large, the motorcycle may skid and cause an accident. Therefore, some motorcycles are equipped with a traction control system (TCS) to detect the vehicle's real-time status and reduce power output when slippage occurs, allowing the vehicle to gradually regain stability. However, current traction control systems for motorcycles can only determine whether slippage occurs while the vehicle is traveling in a straight line; they cannot determine whether slippage occurs in curves. Therefore, current traction control technology for motorcycles still needs improvement. [Summary of the Invention]

[0003] [The problem the invention aims to solve]

[0004] In view of the fact that the current traction anti-skid control system of motorcycles is limited to straight-line driving and cannot effectively provide anti-skid protection when the motorcycle is driving on a curve, the present invention proposes a "motorcycle curve traction anti-skid control method" in an attempt to improve the prior art.

[0005] [Technical means to solve the problem]

[0006] To achieve the aforementioned objective, the present invention proposes a cornering traction anti-skid control method for a motorcycle, which is applied to a motorcycle. The motorcycle includes at least an electronic control unit, a front wheel speed sensor, a rear wheel speed sensor, an inertial measurement unit, and an engine. The cornering traction anti-skid control method for the motorcycle is performed by the electronic control unit in the following steps:

[0007] Receive a front wheel speed signal and a rear wheel speed signal, wherein the front wheel speed signal is generated by the front wheel speed sensor and the rear wheel speed signal is generated by the rear wheel speed sensor, the front wheel speed signal represents the speed of one front wheel of the motorcycle and the rear wheel speed signal represents the speed of one rear wheel of the motorcycle;

[0008] Calculate the straight-line slip based on the front wheel speed and the rear wheel speed;

[0009] Receive the locomotive motion sensing data output by the inertial measurement unit, calculate one side tilt angle of the locomotive and look up a table to obtain a curve slip amount;

[0010] Sum the straight slip and the curve slip to obtain a total slip;

[0011] Based on the total slip, a calculation and table lookup are performed to generate an engine torque reduction command, which is used to control the engine.

[0012] [Effects of the Invention]

[0013] The present invention can use an inertial measurement unit to sense the roll angle of a motorcycle when entering or exiting a curve, and obtain a curve slip amount by looking up a table based on the roll angle. Then, the curve slip amount is added to the straight-line slip amount to obtain a total slip amount. The electronic control unit can further calculate and look up a table based on the total slip amount to generate an engine torque reduction command. In other words, the engine torque reduction command takes into account the movement of the motorcycle when it is traveling in a curve. When the difference between the front and rear wheels of the motorcycle is large, or even when entering or exiting a curve, the engine torque output can be appropriately reduced based on the engine torque reduction command to reduce the probability of the motorcycle slipping in the curve and ensure driving safety.

Implementation Method

[0015] Please refer to Figure 1, which is a circuit block diagram of the execution device of the motorcycle cornering traction anti-skid control method of the present invention. The device is installed on a motorcycle and includes an electronic control unit (ECU) 10, a front wheel speed sensor 11, a rear wheel speed sensor 12, an inertial measurement unit (IMU) 14, and an engine 15. Optionally, the device may further include a traction anti-skid function key 13.

[0016] The front wheel speed sensor 11 is used to sense the front wheel speed of the motorcycle and generate a front wheel speed signal FWS to the electronic control unit 10; the rear wheel speed sensor 12 is used to sense the rear wheel speed of the motorcycle and generate a rear wheel speed signal RWS to the electronic control unit 10; the traction control function key 13 is connected to the electronic control unit 10 and is operated by the user to control whether the traction control function (TCS) is enabled. If the user activates the traction control function key 13, it means that the motorcycle can automatically determine whether there is a significant slip and reduce the torque output of the engine 15. The inertial measurement unit 14 is connected to the electronic control unit 10 and is used to detect the motorcycle's motion attitude and provide sensing data to the electronic control unit 10 for calculating a roll angle of the motorcycle. The electronic control unit 10 receives the aforementioned front wheel speed signal FWS, rear wheel speed signal RWS, roll angle, and other information, and calculates and generates an engine torque reduction command to control the torque output of the engine 15, thereby reducing the slippage problem caused by the difference in wheel speed between the front and rear wheels of the motorcycle when cornering.

[0017] Please refer to Figure 2, which is a circuit block diagram of the second embodiment of the actuator of the motorcycle cornering tracking anti-skid control method of the present invention. Compared with the first embodiment, Figure 2 further includes an anti-lock braking (ABS) control unit 16, which is electrically connected between the electronic control unit 10 and the front wheel speed sensor 11 and the rear wheel speed sensor 12, and receives the front wheel speed signal FWS and the rear wheel speed signal RWS and transmits them to the electronic control unit 10.

[0018] Please refer to Figure 3. The tracking and anti-slip control method of the present invention can be executed using the embodiments shown in Figure 1 or Figure 2 above. The electronic control unit 10 will perform the following steps:

[0019] S31: Receive a front wheel speed signal FWS and a rear wheel speed signal RWS, wherein the front wheel speed signal FWS and the rear wheel speed signal RWS respectively represent the front wheel speed and the rear wheel speed of the locomotive;

[0020] S32: Calculate the straight-line slip, where the formula for calculating the straight-line slip is as follows: Straight-line slip = (Rear wheel speed - Front wheel speed) / Front wheel speed

[0021] S33: Calculate one of the locomotive's roll angles and look up a table to obtain a cornering slip amount. The electronic control unit 10 receives sensing data output from the inertial measurement unit 14 and calculates one of the locomotive's roll angles accordingly. As shown in Table 1 below, the electronic control unit 10 can look up the corresponding cornering slip amount X by interpolation based on a pre-established data table. This data table is established by cross-referencing the roll angle and the front wheel speed. The symbol X in the table is only used to indicate that there is a corresponding cornering slip amount X in a set (roll angle, front wheel speed), and does not mean that every cornering slip amount is the same X value. The same applies to the symbols recorded in the subsequent tables. Roll angle (deg) 5 10 20 30 40 50 60 80 Front wheel speed (km / h) 10 X X X X X X X X 15 X X X X X X X X 30 X X X X X X X X 45 X X X X X X X X 60 X X X X X X X X 80 X X X X X X X X Table 1: Curve Slip Lookup Table

[0022] S34: Sum the straight slip and the curve slip to obtain a total slip;

[0023] S35: Based on the total slip, a calculation and table lookup are performed to generate an engine torque reduction command EC. This engine torque reduction command is used to control the injectors of the engine 15 for fuel injection and the spark plugs for ignition control. The engine torque reduction command EC can be at least one of a remaining fuel injection percentage A% or a delayed ignition percentage B%. In other words, in one embodiment, the engine torque reduction command EC can be the remaining fuel injection percentage A%; in another embodiment, the engine torque reduction command EC can be the delayed ignition percentage B%; and in other embodiments, the engine torque reduction command EC includes both the remaining fuel injection percentage A% and the delayed ignition percentage B%. The remaining fuel injection percentage A% refers to the percentage of fuel to be supplied to the engine 15. For example, a remaining fuel injection percentage of 50% means that only 50% of the maximum fuel injection amount of the motorcycle is output to the engine 15. The smaller the remaining fuel injection percentage A%, the less power the engine 15 will have. The delayed ignition percentage B% represents the ignition angle of engine 15. The smaller the delayed ignition percentage B%, the smaller the ignition angle of engine 15, and the less power engine 15 outputs.

[0024] In step S35 above, the electronic control unit 10 calculates and looks up the total slip to derive the engine torque reduction command EC, which is further explained in detail below. Please refer to the first embodiment in Figure 4. In this embodiment, the engine torque reduction command EC simultaneously includes the remaining fuel injection percentage A% and the delayed ignition percentage B%. The process is as follows:

[0025] S41: Determine whether the total slip difference is greater than a slip threshold value; Since the front wheel speed and rear wheel speed of the locomotive are necessarily different and there is a slight slip difference, in order to avoid misjudging the vehicle slipping, a slip threshold value can be preset. When the total slip difference is greater than the slip threshold value, it is determined that the locomotive is at risk of slipping, and the subsequent steps are continued to calculate the engine torque reduction command EC; otherwise, if the total slip difference is not greater than the slip threshold value, step S41 is repeated.

[0026] S42: Calculate the remaining percentage of fuel injection power for a straight line, A1%. The calculation formula is: Remaining percentage of fuel injection power for a straight line, A1% = First remaining fuel injection percentage, Y1% + Second remaining fuel injection percentage, Y2%. The first remaining fuel injection percentage, Y1%, can be obtained by interpolation from Table 2, as shown in the table below: Total slip (%) 0 10 20 30 40 60 80 100 Total slip rate of change 3 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 4 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 7 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 12 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 18 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 twenty three Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 31 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 50 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Y1 Table 2: Lookup Table for First Remaining Spray Percentage Y1% The second remaining spray percentage Y2% can be obtained by interpolation from Table 3, as shown in the table below: Total slip (%) 0 10 20 30 40 60 80 100 front wheel speed Km / h 1 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 5 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 10 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 15 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 30 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 45 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 60 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 80 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Y2 Table 3: Second Remaining Spray Percentage Y2% Lookup Table

[0027] S43: Calculate the remaining percentage of linear ignition power B1%, the formula is: Remaining percentage of linear ignition power B1% = First delayed ignition percentage Z1% + Second delayed ignition percentage Z2%. The first delayed ignition percentage can be obtained by interpolation from Table 4, as shown in the table below: Total slip (%) 0 10 20 30 40 60 80 100 Total slip rate of change 3 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 4 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 7 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 12 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 18 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 twenty three Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 31 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 50 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 Table 4: Lookup Table for First Delayed Ignition Percentage Z1% The second delayed ignition percentage can be obtained by interpolation from Table 5, as shown in the table below: Total slip (%) 0 10 20 30 40 60 80 100 Front wheel speed Km / h 1 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 5 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 10 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 15 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 30 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 45 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 60 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 80 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Z2 Table 5: Second Delayed Ignition Percentage Z2% Lookup Table

[0028] S44: The residual fuel injection curve compensation coefficient AC is obtained by looking up the table. The residual fuel injection curve compensation coefficient AC can be obtained by interpolation from Table 6, as shown in the table below: Side tilt angle (deg) 5 10 20 30 40 50 60 80 front wheel speed Km / h 10 AC AC AC AC AC AC AC AC 15 AC AC AC AC AC AC AC AC 30 AC AC AC AC AC AC AC AC 45 AC AC AC AC AC AC AC AC 60 AC AC AC AC AC AC AC AC 80 AC AC AC AC AC AC AC AC Table 6: Compensation Coefficient (AC) for Residual Fuel Injection Curves (Look-up Table)

[0029] S45: A delayed ignition bend compensation coefficient BC is obtained by looking up a table. The delayed ignition bend compensation coefficient BC can be obtained by interpolation from Table 7, as shown in the table below: Side tilt angle (deg) 5 10 20 30 40 50 60 80 Front wheel speed Km / h 10 BC BC BC BC BC BC BC BC 15 BC BC BC BC BC BC BC BC 30 BC BC BC BC BC BC BC BC 45 BC BC BC BC BC BC BC BC 60 BC BC BC BC BC BC BC BC 80 BC BC BC BC BC BC BC BC Table 7: Lookup Table for Delayed Ignition Curving Compensation Coefficient BC

[0030] S46: Calculate the remaining fuel injection percentage A%, the electronic control unit 10 calculates according to the following formula: Remaining fuel injection percentage A% = 100% - (100% - Remaining straight-line fuel injection power percentage A1%) × Remaining fuel injection cornering compensation coefficient AC

[0031] S47: Calculate the delayed ignition percentage B%, the electronic control unit 10 calculates it according to the following formula: Delayed ignition percentage B% = 100% - (100% - remaining percentage of linear delayed ignition B1%) × delayed ignition curve compensation coefficient BC

[0032] According to the process shown in Figure 4, the electronic control unit 10 outputs an engine torque reduction command EC containing the remaining fuel injection percentage A% and the delayed ignition percentage B%.

[0033] Please refer to Figure 5 again, which shows the second embodiment of how the electronic control unit 10 calculates and looks up the table based on the total slip to obtain the engine torque reduction command EC. The engine torque reduction command EC only includes the remaining fuel injection percentage A%. Compared with the first embodiment in Figure 4, steps S51 to S54 in the second embodiment correspond to steps S41, S42, S44 and S46 in the first embodiment, respectively.

[0034] Please refer to Figure 6 again, which shows the third embodiment of how the electronic control unit 10 calculates and looks up the table based on the total slip to obtain the engine torque reduction command EC. The engine torque reduction command EC only includes the delayed ignition percentage B%. Compared with the first embodiment in Figure 4, steps S61 to S64 in the third embodiment correspond to the aforementioned steps S41, S43, S45 and S47, respectively.

[0035] The present invention uses an inertial measurement unit to sense the motion state of the motorcycle and transmits the sensing data to an electronic control unit to calculate the roll angle of the motorcycle when entering or exiting a curve. The electronic control unit looks up a table based on the roll angle to obtain a curve slip amount. Then, it adds the curve slip amount to the straight-line slip amount to obtain a total slip amount. The electronic control unit uses the total slip amount to perform calculations and look up a table to generate an engine torque reduction command. The engine torque reduction command is used to adjust the torque output of the motorcycle's engine. When the difference between the front and rear wheels of the motorcycle is large, or even when entering or exiting a curve, the engine torque can be appropriately reduced to achieve the purpose of tracking and anti-skid. [Simplified Explanation of the Diagram]

[0014] Figure 1: Circuit block diagram of an embodiment of the actuator of the traction anti-slip control method of the present invention. Figure 2: Circuit block diagram of another embodiment of the actuator of the traction anti-slip control method of the present invention. Figure 3: Flowchart of the traction anti-slip control method of the present invention. Figure 4: Flowchart of a first embodiment of the electronic control unit of the present invention calculating the engine torque reduction command. Figure 5: Flowchart of a second embodiment of the electronic control unit of the present invention calculating the engine torque reduction command. Figure 6: Flowchart of a third embodiment of the electronic control unit of the present invention calculating the engine torque reduction command.

Claims

1. A method for cornering traction control of a motorcycle, applied to a motorcycle, the motorcycle including at least an electronic control unit, a front wheel speed sensor, a rear wheel speed sensor, an inertial measurement unit, and an engine, wherein, The cornering traction control method of this motorcycle is implemented by the electronic control unit in the following steps: receiving a front wheel speed signal and a rear wheel speed signal; calculating the straight-line slip based on the front wheel speed and the rear wheel speed; receiving motorcycle motion sensing data output from the inertial measurement unit, calculating a roll angle of the motorcycle and looking up a table to obtain a cornering slip; summing the straight-line slip and the cornering slip to obtain a total slip; generating an engine torque reduction command based on the total slip and a table lookup, the engine torque reduction command being used to reduce the engine torque output; wherein, the electronic control unit has a built-in cornering slip lookup table to retrieve the cornering slip, the cornering slip lookup table being established based on different roll angles and different front wheel speeds.

2. A method for cornering traction anti-skid control of a motorcycle, applied to a motorcycle, the motorcycle including at least an electronic control unit, a front wheel speed sensor, a rear wheel speed sensor, an inertial measurement unit, and an engine, wherein, The cornering traction control method of this motorcycle is implemented by the electronic control unit (ECU) through the following steps: receiving a front wheel speed signal and a rear wheel speed signal; calculating the straight-line slip based on the front wheel speed and the rear wheel speed; receiving motorcycle motion sensing data output from the inertial measurement unit (IMU), calculating the motorcycle's roll angle, and looking up a table to obtain a cornering slip; summing the straight-line slip and the cornering slip to obtain a total slip; generating an engine torque reduction command based on the total slip and a table lookup, the engine torque reduction command being used to reduce the engine's torque output; wherein, the engine torque reduction command simultaneously includes a remaining fuel injection percentage A% and a delayed ignition percentage B%, the ECU performs the following: determining whether the total slip is greater than a slip threshold value, if so, continuing to perform the following steps; calculating the remaining straight-line fuel injection power percentage A1%; calculating the remaining straight-line ignition power percentage B1%; and looking up a table to obtain a remaining fuel injection cornering compensation coefficient AC. The delayed ignition cornering compensation coefficient BC is obtained from the table; the remaining fuel injection percentage A% is calculated according to the following formula, where: the remaining fuel injection percentage A% = 100% - (100% - the remaining straight-line fuel injection power percentage A1%) × the remaining fuel injection cornering compensation coefficient AC; the delayed ignition percentage B% is calculated according to the following formula, where: the delayed ignition percentage B% = 100% - (100% - the remaining straight-line delayed ignition percentage B1%) × the delayed ignition cornering compensation coefficient BC.

3. A method for cornering traction anti-skid control of a motorcycle, applied to a motorcycle, the motorcycle including at least an electronic control unit, a front wheel speed sensor, a rear wheel speed sensor, an inertial measurement unit, and an engine, wherein, The cornering traction control method of this motorcycle is implemented by the electronic control unit (ECU) through the following steps: receiving a front wheel speed signal and a rear wheel speed signal; calculating the straight-line slip based on the front wheel speed and the rear wheel speed; receiving motorcycle motion sensing data output from the inertial measurement unit, calculating a roll angle of the motorcycle, and looking up a table to obtain a cornering slip; summing the straight-line slip and the cornering slip to obtain a total slip; generating an engine torque reduction command based on the total slip and a table lookup, the engine torque reduction command being used to reduce the engine torque output; wherein, the engine torque reduction command is a remaining fuel injection percentage A%, the ECU performs the following: determining whether the total slip is greater than a slip threshold value, if so, continuing to execute the following steps; calculating the remaining straight-line fuel injection power percentage A1%; looking up a table to obtain a remaining fuel injection cornering compensation coefficient AC; calculating the remaining fuel injection percentage A% according to the following formula, wherein: The remaining fuel injection percentage A% = 100% - (100% - remaining straight-line fuel injection power percentage A1%) × remaining fuel injection curve compensation coefficient AC.

4. A method for cornering traction anti-skid control of a motorcycle, applied to a motorcycle, the motorcycle including at least an electronic control unit, a front wheel speed sensor, a rear wheel speed sensor, an inertial measurement unit, and an engine, wherein, The cornering traction control method of this motorcycle is implemented by the electronic control unit (ECU) through the following steps: receiving a front wheel speed signal and a rear wheel speed signal; calculating the straight-line slip based on the front wheel speed and the rear wheel speed; receiving motorcycle motion sensing data output from the inertial measurement unit, calculating a roll angle of the motorcycle, and looking up a table to obtain a cornering slip; summing the straight-line slip and the cornering slip to obtain a total slip; generating an engine torque reduction command based on the total slip and a table lookup, the engine torque reduction command being used to reduce the engine torque output; wherein, the engine torque reduction command is a delayed ignition percentage B%, the ECU performs the following: determining whether the total slip is greater than a slip threshold value, if so, continuing to perform the following steps; calculating the remaining straight-line ignition power percentage B1%; looking up a table to obtain a delayed ignition cornering compensation coefficient BC; calculating the delayed ignition percentage B% according to the following formula, wherein: The delayed ignition percentage B% = 100% - (100% - remaining percentage of linear delayed ignition B1%) × delayed ignition cornering compensation coefficient BC.

5. The locomotive cornering tracking anti-skid control method as described in any one of claims 1 to 4, wherein, The straight-line slip is calculated as follows: (rear wheel speed - front wheel speed) / front wheel speed.

6. The locomotive cornering tracking anti-skid control method as described in claim 2 or 3, wherein, The formula for calculating the remaining percentage of linear injection power, A1%, is as follows: A1% = First remaining injection percentage + Second remaining injection percentage; The first remaining injection percentage is obtained by looking up a first remaining injection percentage lookup table, which is established based on different total slip amounts and different rates of change of total slip amounts; The second remaining injection percentage is obtained by looking up a second remaining injection percentage lookup table, which is established based on different total slip amounts and different front wheel speeds.

7. The locomotive cornering tracking anti-skid control method as described in claim 2 or 3, wherein, The remaining injection cornering compensation coefficient AC is obtained by looking up a remaining injection cornering compensation coefficient lookup table, which is established based on different roll angles and different front wheel speeds.

8. The locomotive cornering tracking anti-skid control method as described in claim 2 or 4, wherein, The formula for calculating the remaining percentage of linear ignition power, B1%, is as follows: B1% = First delayed ignition percentage + Second delayed ignition percentage; The first delayed ignition percentage is obtained by looking up a first delayed ignition percentage lookup table, which is established based on different total slip amounts and different rates of change of total slip; The second delayed ignition percentage is obtained by looking up a second delayed ignition percentage lookup table, which is established based on different total slip amounts and different front wheel speeds.

9. The locomotive cornering tracking anti-skid control method as described in claim 2 or 4, wherein, The delayed ignition cornering compensation coefficient BC is obtained by looking up a delayed ignition cornering compensation coefficient lookup table, which is established based on different roll angles and different front wheel speeds.

10. The locomotive cornering tracking anti-skid control method as described in any one of claims 1 to 4, wherein, The front wheel speed sensor and the rear wheel speed sensor are electrically connected to the electronic control unit. The electronic control unit receives the front wheel speed signal from the front wheel speed sensor and the rear wheel speed signal from the rear wheel speed sensor.

11. The locomotive cornering tracking anti-skid control method as described in any one of claims 1 to 4, wherein, The motorcycle also includes an anti-lock braking control unit, which is electrically connected to the electronic control unit, the front wheel speed sensor and the rear wheel speed sensor. The anti-lock braking control unit receives the front wheel speed signal from the front wheel speed sensor and the rear wheel speed signal from the rear wheel speed sensor, and provides them to the electronic control unit.

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