Brake Pressure Modulation System and Method Sensitive to Tire Pressure Changes

Abstract

This invention relates to a system (1) and method (1000) that integrates ABS (Anti-lock Braking System) and tire pressure to improve braking stability and shorten braking distance during braking under various road conditions. The invention is applicable to all road and agricultural vehicles where ABS and tire pressure monitoring systems are present together and can exchange information.

Description

1 TARIFF Brake Pressure Modulation System and Method Sensitive to Tire Pressure Changes Technical Area This invention is related to ABS (Anti-lock Braking System). To improve brake stability during braking under varying road conditions. 5 and ABS - tire pressure integration to shorten braking distance It is related to a system and method that provides this. State of the Art During extreme braking, the anti-lock braking system (ABS) applies braking to each wheel. by adjusting the moment according to the slip and the change in the angular acceleration of the wheel, the wheels' 10 prevents locking and thus maintains steering control during braking. It is a security system that can provide this. The ABS braking system adjusts brake pressure according to skidding and wheel braking acceleration. To perform modulation, you will need a sensor, gear, electronic control unit, and hydraulic modulator. The solenoid valve assembly includes a brake circuit, brake calipers, and a wheel cylinder. The wheels are 15 When the vehicle starts moving, the gears pass in front of the ABS sensor. Thanks to the changing magnetic field that starts, wheel speed information is transmitted through the data channel. The signals are sent to the electronic control unit. The transmitted signals are then processed by electronic circuits. The angular velocity of the wheels is calculated by counting through this method, and the calculated angular velocity Vehicle speed and slip are estimated by comparing the speeds. 20 simultaneously. The variations in acceleration and deceleration of the wheels are calculated by taking the derivative of the wheel speeds. These accelerations are determined and these limit values ​​are stored in the memory of the electronic control unit. It is compared with. The electronic control unit is suitable for both slip and acceleration changes. It generates electrical signals. These signals are activated by changes in slippage or wheel deceleration. 25 when it shows a sudden increase in acceleration signals, the wheels tend to lock up. This is understandable. However, and from the data channels located within the hydraulic modulator Commands are sent to the solenoid valves to modulate the pressure in the wheel cylinder. This The processes are in a loop, and at the end of each loop, the completed operations are checked. A new cycle is decided upon by performing this procedure. The formation, number, and nature of these cycles are determined. The quality of the obtained signal depends on external factors, as well as ABS 30 as mentioned above. It depends on the working principle of the elements that make up the cycle. 2 The ABS braking system is designed to keep the slip ratio at the highest grip level. It can perform three different brake pressure modulations: holding, increasing, and decreasing. The following slip rate equation is used for this purpose. Vx: Vehicle speed Re: Wheel radius 5 ω: Angular velocity of the wheel. = - The wheel speed, which forms the basis of the slip ratio equation, is measured by speed sensors while the vehicle... The speed is estimated from the wheel speeds measured by the four wheel speed sensors. Slip during braking is 0. <s<1 aralığında iken 3 farklı fren basıncı modülasyonu 10 As the slip value approaches 1 during this process, the wheel is close to locking, so the brakes are applied. By reducing the pressure, the wheel is allowed to rotate. As the slippage approaches 0... Because the wheel rotates freely, the brake pressure provides maximum grip, resulting in slippage. By increasing the braking force up to its maximum value, the wheel is kept in the maximum grip zone. is working. 15 ABS uses slip coefficients to modulate brake pressure. It benefits from the characteristic of the slip control loop during braking, This is determined by the brake pressure change points given below. Brake pressure modulation is based on these pressure change points;  Stage 1 (OB): The creation of brake pressure by applying force to the brake pedal, 20  Stage 2 (BA): Reduction of brake pressure by hydraulic modulator,  Stage 3 (AB): Re-application of brake pressure by the hydraulic modulator This is how it happens. Thus, the brake pressure modulation cycle between the AB and the brake pressure change Thanks to its modes (increase brake pressure - decrease brake pressure - hold the brake pedal), ABS can control the wheel by 25 degrees. Holding around the maximum adhesion coefficient determined by the reference slip ratio. It expresses the effort. During this cycle, the changing brake pressure modes are continuous. It should reduce the difference between the friction and braking moment between the tire and the road. 3 Reference slip ratio for brake pressure modulation in current ABS systems. Reference slip rates depend on the road type and are highest on the relevant road. The slip ratio that provides grip is selected as the reference value. For example, When braking on wet asphalt, the reference slip ratio is selected as 0.8. This choice is based on 5, without considering factors that can deform the tire, such as tire pressure. This is done according to the nominal tire pressure. Any change in reference slip value with tire pressure increase or decrease No changes are being made. This is because the current ABS system regulates tire pressure. its failure to recognize and consequently its inability to adapt to increases or decreases in tire pressure. The problem is the lack of a threshold determination unit. However, a decrease or increase in tire pressure is 10. The reduced contact area will cause the tire to grip the road less than its nominal value. Brake pressures applied are either higher or lower than the (ideal) tire pressure. This will be inevitable. The effects of tire pressure on brake modulation, and how road conditions change with variations in tire pressure. This can be better understood with the reaction force (N). When tire pressure drops or 15 As the altitude increases, the amount of energy needed to deform the tire will increase, so the road's reaction time will also increase. This will cause a decrease in reaction force. Due to the decrease in reaction force, the tire's As the downward pressure on the road decreases, grip will also decrease. This is the current control. Brake pressure modulation due to loss of grip that cannot be detected by the algorithm. This will cause the duration to lengthen, meaning the number of control cycles will increase. Thus, 20 Brake control systems like ABS are directly dependent on the interaction between the tire and the road. systems that modulate brake pressure according to tire pressure changes This is necessary. For this reason, during braking performed with ABS, the nominal braking force at tire pressures lower or higher than the specified value. 25 that adjusts brake pressure according to reaction force changes caused by tire pressure. And a system that can be integrated with ABS is needed. Anti-lock braking systems used in modern vehicles are slippery. It is a well-known fact that it has difficulty controlling skidding on certain surfaces. As stated above... As mentioned, solving this problem involves the tire maintaining its grip on the road during skidding. This is possible by developing methods that can improve it. 30 Because ABS braking systems monitor parameters related to tire-road interaction, Today, in order to accurately obtain slip and grip values, various studies are conducted. The most important finding in these studies is related to ABS and tire-road interaction. 4 Performance analysis of studies includes shear stiffness, vertical stiffness of the tire, and tire tread depth. hardness and other tire parameters must be taken into consideration However, nowadays, tire pressure affects both skidding and grip. Studies have been conducted to reveal the differences it has created. However, with the integration of tire pressure information into the ABS braking system, it can adapt to tire pressure. a reference slip detection system that modulates brake pressure accordingly No studies are available. However, the necessity of this integration was demonstrated by Michelin's 2016 study. According to research, 80% of drivers do not check their vehicle's tire pressure. This is clearly revealed by the research results obtained in this way. Thus, these 10 Thanks to integration, tire pressure, which is not taken into account in existing ABS systems, can now be considered by the ABS. The negative effects on performance can be compensated for independently of the driver. Therefore, it readjusts traction or acceleration control according to tire pressure. Tire pressure-ABS integration needs to be designed. Additionally, drivers... Many people don't check their tire pressure; tire pressure affects ABS performance. This leads to the need for structures that can compensate for its negative effects. is happening. In conclusion, the braking performance of ABS braking systems in current applications To increase it, integration between ABS and tire pressure is not provided, and ABS - No studies are being conducted on tire pressure integration. 20 for ABS braking system. Although there are companies like Bosch that design and manufacture vehicle control systems, the relevant brake pressure modulation based on tire pressure, the subject of the invention, in the products of the companies There is no method that accomplishes this. Patent application number TR2017 / 23410, which is included in the prior art. In the document, anti-lock braking system 25 is sensitive to tire pressure with variable reference slip ratio. The braking system is described. The system described in the relevant application document is the target. Although they show similarities in terms of features, the hardware and what this hardware performs... They differ in terms of method. In conclusion, solutions that address the needs described above are relevant to the subject. Due to its inadequacy, it has become necessary to make improvements in the relevant technical field. 30 Brief Description of Find The invention was created by drawing inspiration from existing situations and overcoming the aforementioned drawbacks. It aims to solve the problem. The purpose of this invention is to create ABS (Anti-lock Braking System). During braking performed under various road conditions with the braking system, brake stability is maintained. ABS - tire pressure 5 to improve and shorten braking distance. It is about developing a system and method that ensures its integration. The invention relates to a system that combines ABS with tire pressure monitoring systems and provides information. It can be applied to all road and agricultural vehicles where shopping is possible. The benefits of the invention are as follows: The ABS braking system must ensure coordination between brake pressure and tire pressure changes. 10 thanks to this, especially during braking, when the tire suddenly or gradually drops. The appropriate brake pressure can be determined, and this allows the wheel to adjust during braking. By preventing the steering wheel from locking up, the deterioration of steering control can be prevented. Increased temperatures due to rising temperatures inside the tire during long-distance travel. The 15 decreases even when tire pressure is increased or when tire pressure is increased for load-carrying purposes. Maintaining steering control, which has a high potential for deterioration due to contact. It can be provided. The ABS braking system, into which this algorithm is integrated, lowers the threshold when tire pressure drops. By changing the slip value, it determines the appropriate braking force as needed. By enabling brake pressure modulation, the control loop is reduced with active ABS and 20 This shortens braking time, resulting in more effective braking. The structural and characteristic features and all the advantages of the invention are given in the figures below. This becomes clearer thanks to the detailed explanation written with references to these figures. This will be understood as such, and therefore the evaluation will also take these forms and detailed explanations into account. It must be done taking this into consideration. 25 Ways to Help Understand the Discovery Figure 1 is a schematic representation of the system that is the subject of the invention. Figure 2 shows the "slip" method used in the brake pressure determination process in the system that is the subject of the invention. It is a graph showing the "ratio – adhesion coefficient". 6 Figure 3 shows the different stages of the "sliding" mechanism used in the system that is the subject of the invention. It is a graph showing the "ratio – adhesion coefficient". Figure 4 shows the flowchart of the method described in the invention. Explanation of Part References 1. System 5 2. Speed ​​sensor 3. Frequency response determination unit 4. Tire pressure gauge 5. Threshold slip value determination unit 6. Brake pressure monitoring unit 10 7. Brake pressure change decision unit 8. Hydraulic modulator Method 1000 Detailed Description of Find In this detailed description, the system (1) and method (1000) that are the subject of the invention are preferred 15 Their structures are explained solely to facilitate a better understanding of the subject. This invention is related to ABS (Anti-lock Braking System). To improve brake stability during braking under varying road conditions. and ABS - tire pressure integration to shorten braking distance It is related to a system (1) and method (1000) that provides. 20 The invention involves the integration of ABS and tire pressure monitoring systems, and It can be applied to all road and agricultural vehicles where information exchange is possible. The benefits of the invention are as follows: 7 The ABS braking system ensures coordination between brake pressure and tire pressure changes. thanks to this, especially during braking, when the tire suddenly or gradually drops. The appropriate brake pressure can be determined, and this allows the wheel to adjust during braking. By preventing the steering wheel from locking up, the deterioration of steering control can be prevented. Increased temperature due to rising temperatures inside the tire during long-distance travel. Tire pressure also decreases when tire pressure is increased or when the tire pressure is increased for load-carrying purposes. Maintaining steering control, which has a high potential for deterioration due to contact. It can be provided. The ABS braking system, into which this algorithm is integrated, lowers the threshold when tire pressure drops. By changing the slip value, it determines the appropriate braking force needed, 10 Brake pressure modulation is enabled. This allows for a control loop with active ABS. Braking time is reduced, resulting in more effective braking. The system that is the subject of the invention, the schematic representation of which is given in Figure 1 (1);  Speed ​​sensors that enable monitoring of tire speed by measuring (2),  Calculates the frequency responses of tire speeds measured by speed sensors (2), 15 the calculated frequency is higher than the frequency obtained with nominal tire pressure Frequency response determination unit (3) which determines whether it is low or not.  According to the frequency value sent from the frequency response determination unit (3), the tire tire pressure determination unit (4), which enables the determination of pressure,  Slip ratio / grip obtained according to the tire pressure loaded inside 20 According to the graph, determining the appropriate braking force for the tire pressure. The threshold shift value determination unit (5) that provides  Braking force determined by tire pressure and the method by which this force is obtained taking the derivative of the tire speed, the resulting tire acceleration is obtained from the wheel it belongs to. By applying the braking equation, determine the appropriate brake pressure for the tire pressure: 25 calculating brake pressure determination unit (6),  Slip ratio value determined according to tire pressure and nominal tire pressure Determining the brake pressure mode by comparing the obtained slip ratios. brake pressure, which provides and transmits the relevant brake pressure to the tires. change decision unit (7) and 30  Brake pressure change decision unit (7), via ABS control unit applying the transmitted brake pressure to the tires, increasing the brake pressure or Hydraulic modulator (8) that modulates by reducing or keeping constant 8 It includes. In the system that is the subject of the invention (1), ABS and tire pressure monitoring work simultaneously. Thus, the designed system (1) determines the slip threshold value according to the tire pressure obtained. By selecting the brake pressure, the ABS control unit regulates the tire pressure. In this way, the ABS control unit monitors the tire pressure. By controlling it, there may be less need to reduce brake pressure. 5 The functions of the components of the system (1) are defined as follows. Frequency analysis of tire speeds sent from speed sensors (2) frequency response It is carried out in the determination unit (3). The resonance frequencies of each wheel are obtained from the frequency responses. resonance frequencies compared with the resonance frequency of nominal tire pressure 10 Tire pressure is determined in the tire pressure determination unit (4). Determining tire pressure For this, the frequency-tire pressure graph obtained from experimental studies is used. After determining the tire pressure, the appropriate slip threshold value, Se, is the threshold slip value. It is determined in the determination unit (5). For this, the braking force – slip used by ABS is determined. It is obtained from the graph. The difference in this study is that this graph is obtained according to tire pressures. 15 This is achieved by measuring braking force-slip ratio, where tire pressure is a parameter. The graphs were obtained using a tire model that generates force in response to changes in tire pressure. This graph shows the maximum braking force as tire pressure decreases. It has been determined that the slip threshold value has changed. This result forms the basis of the study. has created. 20 After the slip threshold value is determined, the signals received indicate maintaining the same tire pressure. When shown, the change in brake pressure and braking forces corresponding to slippage indicates the brakes. It is obtained in the pressure determination unit (6). Rules have been established for this. These rules By using a tire model where tire pressure is defined as a parameter, both Analyses were carried out for both slippery and wet surfaces. As a result of the analysis, the tire is 25. the shear ratio that provides maximum grip when the pressure drops or rises as its value decreases and this becomes more pronounced as the road becomes more slippery, as shown in Figure 2. This is shown in the "Slip Ratio – Coefficient of Grip" graph. ABS braking... Considering that its performance generally decreases on slippery surfaces, and this Considering that this occurs due to low or high tire pressure, the maximum is 30. The change in the slip ratio that enables grip has been identified as an important indicator. 9 In this context, especially on slippery surfaces, the tires are affected by braking performed with ABS. when the pressure drops or rises, the brake pressure intensity is low or high. This can cause the tires to not utilize grip and braking effectively. This causes its acceleration to remain low, and therefore its braking distance to increase. This is possible. To remedy this deficiency, tire size 5 is used as a reference for the slip value. The rules for providing pressure-sensitive brake pressure modulation are as follows: The drift rate has been determined. As shown in Figure 3, the drift rate was used in determining these rules. when the value is higher than the slip ratio that provides maximum grip, that is When the slip ratio is at point B, the brake pressure is reduced and when it is lower In other words, the information that brake pressure should be increased when the slip ratio is at point A is shown in eye 10. It has been taken into consideration. After this detection, braking is performed by ABS according to the tire pressure. Pressure modulation rules are designed as follows: When brake pressure increases, i.e., when ΔPb > 0, the following rules apply:  The brake pressure change decision unit (7) obtains 15 based on the current tire pressure. The slip (Se) measured relative to the nominal tire pressure is greater than the slip (Sm) measured relative to the nominal tire pressure. If Se > Sm, the ABS control unit increases the brake pressure. It sends a signal to the hydraulic modulator (8) via it. In this rule, brake pressure Since the increase occurred, the shear rate increased, requiring higher pressure. The brake pressure needs to be increased. 20  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The slip (Se) measured relative to the nominal tire pressure is greater than the slip (Sm) measured relative to the nominal tire pressure. small, that is, Se <Sm ise, fren basıncı lastik ile yol arasındaki tutunmaya göre Since the pressure will be high, the brake pressure should be reduced to prevent the tires from locking up. For this purpose, a signal 25 is sent from the ABS control unit to the hydraulic modulator (8). is sending.  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The resulting slip (Se) is equal to the slip (Sm) measured relative to the nominal tire pressure, i.e. If Se=Sm, then the brake pressure must be sufficient to maintain grip between the tire and the road. In order to maintain constant brake pressure, the ABS control unit 30 is activated. It sends a signal to the hydraulic modulator (8) via it. When brake pressure decreases, i.e., when ΔPb<0, the following rules apply:  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The slip (Se) measured relative to the nominal tire pressure is greater than the slip (Sm) measured relative to the nominal tire pressure. If the value is greater than Sm, then the brake pressure should be increased. This rule states that brake pressure... As the slip rate decreases, the increasing slip ratio will bring the tires very close to the lock-up limit, To increase brake pressure, hydraulic 5 is activated via the ABS control unit. It sends a signal to the modulator (8).  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The slip (Se) measured relative to the nominal tire pressure is greater than the slip (Sm) measured relative to the nominal tire pressure. small, that is, Se <Sm ise, fren basıncı lastik ile yol arasındaki tutunmaya göre To reduce brake pressure, which will be high, the ABS control unit 10 It sends a signal to the hydraulic modulator (8) via it.  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The resulting slip (Se) is equal to the slip (Sm) measured relative to the nominal tire pressure, i.e. If Se=Sm, then the brake pressure must be sufficient to maintain grip between the tire and the road. ABS 15 is applied to maintain or reduce brake pressure at a constant level. It sends a signal to the hydraulic modulator (8) via the control unit. When the brake pressure remains unchanged, i.e., ΔPb=0, the following rules apply:  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The slip (Se) measured relative to the nominal tire pressure is greater than the slip (Sm) measured relative to the nominal tire pressure. If the magnitude is greater than Sm, then the brake pressure should be increased. According to this rule, the brake pressure should be 20. Since the reference slip ratio has not changed, the maximum grip is achieved. The increased slip rate it provides pushes the tires beyond their locking limit. To increase brake pressure by distancing itself from the source, the ABS control unit It sends a signal to the hydraulic modulator (8) via it.  The brake pressure change decision unit (7) obtains 25 according to the current tire pressure. The slip (Se) measured relative to the nominal tire pressure is greater than the slip (Sm) measured relative to the nominal tire pressure. small, that is, Se <Sm ise maksimum tutunmayı sağlayacak kayma düşük Because of this, the applied brake pressure will remain high. Therefore, the brakes... In order to reduce the pressure, hydraulic fluid is released via the ABS control unit. It sends a signal to the modulator (8). 30  The brake pressure change decision unit (7) is obtained according to the current tire pressure. The resulting slip (Se) is equal to the slip (Sm) measured relative to the nominal tire pressure, i.e. If Se=Sm, then the brake pressure must be sufficient to maintain grip between the tire and the road. 11 In order to maintain constant brake pressure, the ABS control unit is activated. It sends a signal to the hydraulic modulator (8) via it. Whether the brake pressure variation will continue or whether a different brake pressure variation will occur To determine whether there is a need for brake pressure change in the decision unit (7) The selected slip threshold value is compared with the slip value measured at the same tire pressure. 5 and the next control loop begins. The invention, mobile communication method (1000), is presented in the flowchart in Figure 2;  By means of the speed sensors (2), ωfront,right= ωfr, ωfront,left= ωfl, ωrear,right= ωrr, ωrear,left= ωrl Determining tire speed values ​​in this way,  Through the frequency response determination unit (3), hairdryer, right= ffr, hairdryer, left= ffl, difference, right= frr, 10 Determining the frequency values ​​of tire speeds in the form of difference, left = frl,  Through the frequency response determination unit (3), fL - measured natural frequency and fN - Comparison of the natural frequency of nominal tire pressure,  If fL < fN, then PL - tire pressure determination by means of the tire pressure determination unit (4), 15  If fL > fN, then Se - nominal tire pressure determination by means of the threshold slip value determination unit (5). FX - according to the slip threshold value suitable for the pressure and Sm - the measured slip value. Determining the braking force,  Through the brake pressure determination unit (6), Fx - braking force and this force The tire pressure is determined by the derivative of the wheel speed (dw / dt) and the brake pressure is ΔPb. determining the pressure,  Through the brake pressure change decision unit (7), ΔPb - brake pressure to 0 According to and the magnitude, smallness and equality of Se and Sm values ​​relative to each other comparison and determination  Brake pressure change is performed via the decision unit (7) 25 According to the comparisons, the command it receives from the ABS control unit in line with this, by increasing or decreasing the brake pressure of the hydraulic modulator (8) or modulating by keeping it fixed It includes the steps involved in the process. In the invention, a control method based on the integration of ABS and tire pressure (1000) 30 It has been developed. In this method (1000), by monitoring the tire pressure change, ABS The controller determines the reference slip value based on tire pressure. 12 It can predict the grip parameter. Thus, ABS responds to tire pressure changes. According to this method, by inducing slippage, the amount of braking force applied by the tires can be altered. This In this way, an attempt is made to keep the tire's grip on the road within the optimum range. This control... In addition to the algorithm, grip is achieved with a reference slip value appropriate to the tire pressure. As expected, the tire pressure suitable for the slip value referenced by ABS is also 5. It can be controlled. In this method (1000), tire pressure can be changed and ABS The goal is to develop smart tires that can provide tire information to the control algorithm. The aim of the study on ABS - tire pressure integration is to improve braking with ABS. to improve grip on the fly and thus reduce the brake pressure of ABS. By reducing braking distance, it can shorten the braking distance. Braking with ABS is 10 reducing the number of brake pressure reduction commands to shorten the distance It is necessary. In other words, the grip between the tire and the road during braking is essential. There should be less need to reduce the pressure. The aim of this method (1000) is also the harmony between brake pressure and tire acceleration in response to tire pressure changes The goal is to improve the integration that provides this. 15 Thus, the method that is the subject of the invention (1000) is compared with the existing ABS control configurations. The difference is that ABS (Tire Absorption System) will adjust the braking force to match the grip between the tire and the road. It has an algorithm that ensures the harmony between the pressures. In this algorithm, the tire Correct brake pressure is ensured by checking tire pressure and brake pressure. The compatibility between them must be taken into consideration. For this purpose, tire pressure is 20 with the change, data exchange such as brake pressure and tire acceleration between the ABS braking system. An integration based on this has been designed.

Claims

13 REQUESTS 1. Speed ​​sensors (2) that enable the measurement and monitoring of tire speed, speed sensors (2) calculating the frequency responses of tire speeds measured by the device, and the calculated frequency whether the frequency is lower than that obtained with nominal tire pressure ABS (Anti-lock Braking 5) has a frequency response determination unit (3) that determines the frequency response. System - Anti-lock Braking System) for various road conditions during braking, to improve brake stability and braking performance. a system that integrates ABS and tire pressure to shorten the distance The system (1) has the following features:  According to the frequency value sent from the frequency response determination unit (3) 10 Tire pressure determination unit (4) that enables the determination of tire pressure.  Slip ratio / grip obtained according to the tire pressure loaded inside According to the graph, determining the appropriate braking force for the tire pressure. The threshold shift value determination unit (5) that provides  Braking force determined according to tire pressure and the amount of this force obtained 15 taking the derivative of the tire speed at which it was driven, the resulting tire acceleration Applying the brakes to the wheel braking equation to match the tire pressure. brake pressure determination unit (6) which calculates the pressure,  Slip ratio value determined according to tire pressure and nominal tire pressure By comparing the slip ratio obtained with the pressure, brake pressure mode 20 to determine and apply the corresponding brake pressure to the tires The decision unit (7) transmits the brake pressure change and  brake pressure change decision unit (7), ABS control unit The brakes apply the relevant brake pressure, transmitted via a device, to the tires. hydraulic 25 modulates the pressure by increasing, decreasing, or maintaining it at a constant level. modulator (8) It includes.

2. The system mentioned in accordance with claim 1 is (1), and its feature is that as the brake pressure increases, i.e. When ΔPb > 0,  Slip (Se) obtained according to current tire pressure, nominal tire 30 If the slip (Sm) measured according to the pressure is greater than i.e., Se > Sm, then the brake As the pressure increases, the shear rate increases, resulting in higher pressure. 14 Because it is required, the ABS control unit increases the brake pressure. through which a signal is sent to the hydraulic modulator (8),  Slip (Se) obtained according to the current tire pressure, nominal tire Se is smaller than the slip (Sm) measured according to pressure. <Sm ise, fren Since the pressure will be high relative to the grip between the tire and the road, it will be 5 ABS is used to reduce brake pressure in order to prevent the tires from locking. sending a signal to the hydraulic modulator (8) via the control unit,  Slip (Se) obtained according to the current tire pressure, nominal tire If the slip (Sm) measured according to the pressure is equal to Se=Sm, then the brake pressure is... Because the grip between the tire and the road is appropriate, the brake is 10. In order to maintain constant pressure, via the ABS control unit, sending a signal to the hydraulic modulator (8) The brake pressure change decision unit (7) includes.

3. The system mentioned in accordance with claim 1 is (1), and its feature is that when the brake pressure decreases, i.e. When ΔPb<0, if the slip obtained according to the current tire pressure (Se) is greater than the slip measured according to the nominal tire pressure (Sm), i.e., Se>Sm, then the brakes As the pressure decreases, the slip rate increases, pushing the tires to the locking limit. To increase brake pressure, the ABS control will bring it closer. 20  Slip (Se) obtained according to the current tire pressure, nominal tire Se is smaller than the slip (Sm) measured according to pressure. <Sm ise, fren Since the pressure will be high relative to the grip between the tire and the road, the brakes In order to reduce the pressure, hydraulic fluid is released via the ABS control unit. 25 sending a signal to the modulator (8)  Slip (Se) obtained according to the current tire pressure, nominal tire If the slip (Sm) measured according to the pressure is equal to Se=Sm, then the brake pressure is... The brakes are applied in a way that allows for proper grip between the tire and the road. ABS control unit for maintaining or reducing pressure. 30 that sends a signal to the hydraulic modulator (8) via it The brake pressure change decision unit (7) includes.

4. The system mentioned in accordance with claim 1 is (1), and its feature is that when the brake pressure does not change that is, when ΔPb=0,  Slip (Se) obtained according to the current tire pressure, nominal tire If the slip (Sm) measured according to the pressure is greater than i.e., Se > Sm, then the brake Since the pressure has not changed, the reference shear ratio is a maximum of 5. The increased slip rate due to improved grip pushes the tires beyond their locking limit. To increase brake pressure by distancing itself from the source, the ABS control... through the unit, sends a signal to the hydraulic modulator (8),  Slip (Se) obtained according to the current tire pressure, nominal tire Se is smaller than the slip (Sm) measured according to pressure. <Sm ise 10 applied because the slippage remains low, ensuring maximum grip. because the brake pressure remains high, the brake pressure must be reduced. For this purpose, a signal is sent from the ABS control unit to the hydraulic modulator (8). sender,  Slip (Se) obtained according to current tire pressure, nominal tire 15 If the slip (Sm) measured according to the pressure is equal to Se=Sm, then the brake pressure is... The brakes are applied in a way that allows for proper grip between the tire and the road. In order to maintain constant pressure, via the ABS control unit, sending a signal to the hydraulic modulator (8) The brake pressure change decision unit (7) is included. 20 5. ABS (Anti-lock Braking System) and other options. to improve brake stability during braking performed under road conditions and ABS - tire pressure integration to shorten braking distance. a method that provides (1000) and its feature is;  By means of the speed sensors (2), ωfront,right= ωfr, ωfront,left= ωfl, ωrear,right= ωrr, ωrear,left= 25 Determining tire speed values ​​in the form of ωrl,  Through the frequency response determination unit (3), fön,right= ffr, fön,left= ffl, farka,right= Determining the frequency values ​​of tire speeds in the form frr, farka, sol = frl,  Through the frequency response determination unit (3), fL - measured natural frequency and comparison of the natural frequency of the nominal tire pressure (fN), 30  If fL < fN, then PL - tire pressure determination by means of the tire pressure determination unit (4), 16  If fL > fN, then Se - nominal by means of the threshold slip value determination unit (5). tire pressure, appropriate slip threshold value and Sm - measured slip FX - braking force determination according to its value,  Through the brake pressure determination unit (6), Fx - braking force and this Tire pressure is calculated as dw / dt, which is the derivative of the force obtained and the wheel speed. Determining the appropriate ΔPb - brake pressure,  brake pressure change via decision unit (7), ΔPb - brake the magnitude of the pressure relative to 0 and the magnitude of the Se and Sm values ​​relative to each other, Making comparisons of smallness and equality, determining and  Brake pressure change is determined by the decision unit (7) 10 According to the comparisons, the command it receives from the ABS control unit in line with this, by increasing the brake pressure of the hydraulic modulator (8) or modulating by reducing or keeping it constant It includes the steps of the process.