DE102019006001A1 - METHOD AND SYSTEM FOR CONTROLLING ACTIVE WHEEL SUSPENSION OF MOVING VEHICLES - Google Patents

Abstract

Embodiments of the present disclosure relate to a method and system for controlling active suspension of a moving vehicle. In one embodiment, the system collects road surface conditions sensed by lead vehicles as read ahead data (RAD) for use by the moving, same-way vehicle to control an active suspension control system of the moving vehicle. The system determines one or more correction adjustments to be made based on the determination of a deviation in the detection of the RAD based on the vehicle conditions of the moving vehicle. Furthermore, the system determines false positive errors based on contradicting RAD and the actual road surface conditions of the route and applies the false positive error correction, which enables the system to be used appropriately to control the active suspension of the target vehicle to avoid further obstacles and thus the driving quality of the vehicles and the comfort for the occupants is improved.

Description

PREAMBLE OF THE DESCRIPTION:

The following description describes in particular the invention and the manner in which it is to be carried out:

DESCRIPTION OF THE INVENTION:

Technical part

The present subject relates generally to vehicle control systems, and more particularly, but not exclusively, to a system and method for controlling active suspension of moving vehicles.

BACKGROUND OF THE REVELATION

In general, suspension control systems that control the performance of vehicle suspension systems are used to provide better ride comfort and driveability in vehicles. Such suspension control systems control the damping characteristics or shock absorber characteristics of the vehicle suspension system depending on various vehicle driving parameters that affect the driving comfort and drivability of the vehicle. Active or adaptive suspension systems for vehicles can be useful to improve the driving quality of the vehicles and the comfort for the occupants. Typically, active and adaptive suspension systems actively control the operation of one or more elements of the vehicle's suspension system, thereby changing the behavior of the vehicle. For example, some active suspension systems change the vertical movement of the wheels relative to the chassis of the vehicle body or change the stiffness of the shock absorbers. Furthermore, it is important to know the road conditions in advance so that the vehicle control system can be operated in real time to mitigate the undesirable consequences of driving over obstacles that are detrimental to the comfort of the vehicle occupant. Accordingly, there is a need for a method and system for improving active suspension of the moving vehicle that overcomes existing limitations.

SUMMARY OF THE REVELATION

The present disclosure overcomes one or more shortcomings in the prior art and provides additional advantages. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered part of the claimed disclosure.

In one non-limiting embodiment of the present disclosure, a method for controlling active suspension of a moving target vehicle is disclosed. The method comprises the step of receiving actual road surface prefetch data (RAD), the RAD having at least side and route information predictions of one or more obstacles on the road surface in front of the target vehicle. The method further comprises receiving vehicle states of the moving target vehicle, the vehicle states having at least vehicle speed, direction, lane centering and route information. Based on the RAD and the vehicle conditions, the method determines one or more correction adjustments required to control the active wheel suspension of the moving target vehicle and controls the active wheel suspension of the moving target vehicle based on correction adjustments determined in this way.

In another non-limiting embodiment of the present disclosure, a method for controlling active suspension of a moving target vehicle is disclosed. The method comprises the step of receiving actual road surface pre-read data (RAD), the RAD having at least side and route information predictions of one or more obstacles on the road surface in front of the target vehicle. The method further comprises receiving vehicle states of the moving target vehicle, the vehicle positions having at least vehicle speed, direction, lane centering and route information. The method further determines one or more correction adjustments required to control the active wheel suspension of the moving target vehicle based on the RAD and the vehicle conditions. The method of determining one or more correction adjustments includes steps of predicting the scope and range of the RAD to control the active suspension based on vehicle conditions of the moving target vehicle. Based on the scope of detection, the use of the RAD, the vehicle conditions of the target vehicle and the dimension of at least one obstacle coupled to the target vehicle, the method determines the one or more correction adjustments to be made in the RAD at a suitable position and at a suitable time.

The method then further comprises controlling the active wheel suspension of the moving target vehicle based on correction adjustments determined in this way. In one embodiment, the method for controlling the active suspension comprises the steps of receiving feedback about the actual road surface RAD perceived by the moving target vehicle and detecting a false positive error. In one embodiment, the method determines the false positive error based on a comparison of the previously determined road surface RAD of the data packet and the feedback received from the moving target vehicle. When determining the false positive error, the method corrects the false positive error to normalize the active suspension of the moving target vehicle. The method generates the RAD by acquiring one or more leading vehicles of abnormal road conditions detected at a time and maintaining vehicle states of the one or more leading vehicles. In one embodiment, the vehicle states have at least current geographic position of the other moving vehicle, vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the vehicle, and time corresponding to the inclinations between the first axis and second axis of the vehicle when encountering abnormal road conditions on. Based on the abnormal lane conditions detected by the one or more lead vehicles, the method determines the RAD which side and route information predictions of one or more obstacles located on the lane surface and generates a data packet that includes the RAD and the vehicle conditions of the one or which has several lead vehicles.

In yet another non-limiting embodiment of the disclosure, a system for controlling active suspension of a moving target vehicle is disclosed. The system includes a processor that is communicatively coupled to the active suspension system of the moving target vehicle and a memory that is communicatively coupled to the processor. The memory stores instructions that are executable by the processor and that, when executed, cause the processor to receive actual road surface prefetch data (RAD), the RAD at least predicting side and route information of one or more of the road surface in front of the target vehicle Have obstacles. The processor also receives vehicle states of the moving target vehicle, the vehicle states having at least vehicle speed, direction, lane centering and route information. Based on the RAD and vehicle conditions, the processor determines one or more correction adjustments required to control the active wheel suspension of the moving target vehicle and controls the active wheel suspension of the moving target vehicle based on correction adjustments determined in this way.

In yet another non-limiting embodiment of the disclosure, a system for controlling active suspension of a moving target vehicle is disclosed. The system includes a processor that is communicatively coupled to the active suspension system of the moving target vehicle and a memory that is communicatively coupled to the processor. The memory stores instructions executable by the processor that, when executed, cause the processor to receive actual road surface prefetch data (RAD), the RAD at least predicting side and route information of one or more of the road surface ahead of the target vehicle moving Have obstacles. The processor also receives vehicle states of the moving target vehicle, the vehicle states having at least vehicle speed, direction, lane centering and route information.

Furthermore, the processor determines one or more correction adjustments necessary to control the active wheel suspension of the moving target vehicle based on the RAD and the vehicle conditions. The processor determines one or more correction adjustments by predicting the scope and range of the RAD to control the active suspension based on the vehicle conditions of the moving target vehicle. Based on the scope, the use of the RAD, vehicle conditions of the target vehicle and dimension of at least one obstacle coupled to the target vehicle, the processor determines the one or more correction adjustments to be made in the RAD at a suitable position and at a suitable time and controls the active wheel suspension of the moving target vehicle based on such correction adjustments. In one embodiment, the processor is configured to receive the active suspension by receiving feedback about the actual road surface RAD perceived by the moving target vehicle and by detecting a false positive error based on the comparison of the predetermined road surface RAD of the data packet and that of control feedback received on the moving target vehicle.

The processor also corrects the false positive error to normalize the active suspension of the moving target vehicle. The processor generates the RAD by obtaining the abnormal road conditions detected by one or more target vehicles at a time; and maintaining vehicle conditions of the one or more lead vehicles. In one embodiment, the vehicle conditions include at least the current geographic position of another moving vehicle, vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the vehicle, and time corresponding to slopes between the first and second axes of the vehicle when abnormal road conditions are encountered. The processor determines the RAD which side and route information predictions of one or more obstacles on the road surface have based on the abnormal road conditions detected by the one or more lead vehicles, and generates a data packet that includes the RAD and the vehicle conditions of the one or more has several lead vehicles.

The foregoing summary is illustrative only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, other aspects, embodiments, and features result from the drawings and the following detailed description.

Figure list

• 1a einen beispielhaften Aufbau eines Systems zum Steuern einer aktiven Radaufhängung (ASCS) gemäß einer Ausführungsform der vorliegenden Offenbarung darstellt;
• 1b ein beispielhaftes schematisches Diagramm eines Fahrzeugsteuerungssystems (VCS) des sich bewegenden Fahrzeugs gemäß einer Ausführungsform der vorliegenden Offenbarung darstellt;
• 2 ein beispielhaftes Blockdiagramm ist, welches verschiedene Komponenten des ASCS aus 1 veranschaulicht, gemäß einer Ausführungsform der vorliegenden Offenbarung;
• 3a eine Flowchart eines beispielhaften Verfahrens zum Steuern einer aktiven Radaufhängung sich bewegender Fahrzeuge gemäß einer Ausführungsform der vorliegenden Offenbarung darstellt;
• 3b ein Flussdiagramm eines beispielhaften Verfahrens zum Erzeugen eines Datenpakets aus 3a gemäß einer Ausführungsform der vorliegenden Offenbarung darstellt;
• 4 eine beispielhafte Darstellung von RAD gemäß einer Ausführungsform der vorliegenden Offenbarung veranschaulicht;
• 5a eine beispielhafte grafische Darstellung einer Radaufhängungssteuerung mit gemäß einer Ausführungsform der vorliegenden Offenbarung aktivierter Falsch-Positiv-FehlerKorrektur darstellt; und
• 5b eine beispielhafte grafische Darstellung einer Radaufhängungssteuerung mit gemäß einigen Ausführungsformen der vorliegenden Offenbarung aktivierter Falsch-Positiv-Fehler-Korrektur darstellt.

The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed embodiments. In the figures, the digit (s) at the left end of a reference number identifies the figure in which the reference number appears first. The same numbers are used throughout the figures to designate the same features and components. Some embodiments of a system and / or method in accordance with embodiments of the present subject matter will now be described, by way of example only, with reference to the accompanying drawings, in which:

• 1a 14 illustrates an exemplary structure of an active suspension control system (ASCS) according to an embodiment of the present disclosure;
• 1b 10 illustrates an exemplary schematic diagram of a vehicle control system (VCS) of the moving vehicle according to an embodiment of the present disclosure;
• 2nd is an exemplary block diagram showing various components of the ASCS 1 illustrates, according to an embodiment of the present disclosure;
• 3a FIG. 4 illustrates a flowchart of an example method for controlling active suspension of moving vehicles in accordance with an embodiment of the present disclosure;
• 3b a flowchart of an exemplary method for generating a data packet from 3a according to an embodiment of the present disclosure;
• 4th 10 illustrates an exemplary representation of RAD according to an embodiment of the present disclosure;
• 5a FIG. 4 illustrates an exemplary graphical illustration of a suspension control with false positive error correction enabled in accordance with an embodiment of the present disclosure; and
• 5b 13 illustrates an exemplary graphical illustration of a suspension control with false positive error correction enabled in accordance with some embodiments of the present disclosure.

It should be understood by those skilled in the art that block diagrams here represent conceptual views of illustrative systems that embody the principles of the present subject matter. Similarly, it will be appreciated that flowcharts, flowcharts, state transition diagrams, pseudocode, and the like represent various processes that can be represented essentially in a computer-readable medium and can be executed by a computer or processor, regardless of whether such a computer or processor is explicitly shown or not.

DETAILED DESCRIPTION

Throughout this document, the word “exemplary” is used to mean “serving as an example, example, or illustration”. Each embodiment or embodiment of the present subject matter, which is described here as “exemplary”, is not necessarily to be interpreted as preferred or advantageous over other embodiments.

While the disclosure permits various modifications and alternative forms, a specific embodiment thereof is exemplary in FIG the drawings and is described in detail below. However, it should be made clear that the intention is not to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is intended to cover all variations, equivalents, and alternatives that fall within the spirit and scope of the disclosure.

It is intended that the terms "includes," "having," "include / include" or any other variant thereof cover non-exclusive inclusion, so that a structure, device or method that includes a list of components or Has steps, not only includes these components or steps, but can also include other components and steps that are not explicitly listed or are inherent in such a structure or such a device or such a method. In other words, "having a ..." before one or more elements in a system or device, without further limitation, does not exclude the existence of other elements or additional elements in the system or device.

Embodiments of the present disclosure relate to a method and system for controlling active suspension of a moving vehicle. In one embodiment, the system collects road surface conditions from one or more lead vehicles as read ahead data (RAD) and transmits the RAD to at least one target vehicle traveling on the same road surfaces to the system for controlling active suspension based on the RAD and the current vehicle conditions to install the target vehicle. The system determines one or more correction adjustments to be made based on the determination of a deviation in the detection of the RAD based on the vehicle conditions of the moving vehicle. Furthermore, the system determines false positive errors based on contradicting RAD and the actual road surface conditions of the path traveled by the target vehicle. Based on the correction of the false positive error, the system appropriately installs the system for controlling the active suspension of the target vehicle, which prevents further obstacles and thereby improves the driving quality of the vehicles and the comfort of the occupants.

In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, which are part thereof and in which specific embodiments are shown by way of illustration in which the disclosure can be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to make the disclosure, and it is understood that other embodiments can be used and changes can be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.

1a FIG. 13 illustrates an exemplary structure of an active suspension control (ASCS) system according to an embodiment of the present disclosure. As in FIG 1a shown shows the exemplary system 100 one or more components that are set up to control the active wheel suspension in vehicles. The system 100 can be implemented using a single computer or a network of computers including cloud-based computer implementations. In one embodiment, the exemplary system 100 a system for controlling active suspension (hereinafter referred to as ASCS) 102 , at least one target vehicle 103 and a data repository 104 , connected via a communication network (alternatively referred to as a network) 105 on. The system 100 also has one or more lead vehicles 106-1 , 106-2 , ... N on (hereinafter collectively as lead vehicles 106 ), which is the road surface condition data of the leading vehicles 106 collect the driven route and the collected road surface condition data to the data repository 104 over the network 105 transfer.

The data repository 104 can be a cloud-implemented repository that is able to obtain road surface condition data as from the lead vehicles 106 delivered data package 107 to save and then the data packet 107 in real time when receiving updated road surface condition data from the lead vehicles 106 and / or the target vehicles 103 to update. In one embodiment, the data repository receives 104 the abnormal road conditions from the lead vehicle 106 which travels in the same way can be recorded together with the vehicle states of the lead vehicles 106 . Abnormal road conditions can include information about one or more obstacles such as pothole, bump, scree, or abnormal level of roughness on the road surface. Vehicle states of the lead vehicles 106 can at least current geographic position of the lead vehicle 106 , Include, but are not limited to, vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the vehicle, and time corresponding to slopes between the first and second axes of the vehicle when encountering abnormal road conditions.

The ASCS 102 creates a data packet 107 which lane prefetch data (RAD) and vehicle conditions and from the lead vehicle 106 received vehicle states. In one embodiment, the ASCS determines 102 the RAD 208 Which side and route information predictions of one or more obstacles located on the road surface have, based on those of the lead vehicles 106 detected abnormal driving conditions. The data packet 107 is in the data repository 104 along with corresponding to the RAD 208 associated geographic location information. The data repository 104 also updates the data packet 107 in real time when receiving updated road surface condition data from the target vehicles 103 that are on the same path as the lead vehicles 106 drive. In one example, the updated road surface condition data may relate to newly created obstacles, closure or removal of previous obstacles, and so on. The data repository 104 also stores vehicle states of the target vehicle 103 , such as including at least vehicle speed, direction, lane centering, and route information of the target vehicle 103 .

Each of the target vehicle 103 and the lead vehicles 106 has at least one vehicle control system 110-1 , 110-2 , .. 110-N (overall as a vehicle control system 110 ) capable of recording the abnormal road conditions or road surface status data, vehicle conditions and other external environmental conditions outside the vehicle and dynamically controlling the elements of the vehicle to be operated to achieve an improved driving quality of the vehicle. In one embodiment, the vehicle control system 110 at least one sensor arrangement or a sensor module 112 which include individual sensors or groups of associated sensors for detecting aspects of the road condition and the vehicle environment. The sensor module 112 can speed sensors 116 , Road condition sensor 118 if direct measurements of certain road conditions are possible, lane centering sensor 120 , Steering wheel sensor 122 , Direction sensor 124 , Navigation sensor 126 , Suspension height sensors 128 , Tire pressure sensors 130 and brake pressure sensors 132 contain. The navigation sensor 126 may include a Global Positioning System (GPS), which may be set up to assist in determining vehicle location and navigation. The road condition sensor 118 can measure road surface irregularities, such as the presence of snow on the road, any obstacles such as pothole, bump, rubble, or abnormal level of road surface roughness. In a further embodiment, the road condition sensor 118 be able to measure the abnormal conditions of the road based on other sensors such as a speed sensor 116 which determines the speed of the vehicle to measure data obtained. Using the speed of the vehicle by the speed sensor 116 is measured, the road condition sensor 118 determine the depth of the bump or pothole or debris, for example.

The vehicle control system (VCS) 110 also includes one or more control modules that are in active connection with the sensor module 112 stand. In one embodiment, the VCS 110 a vehicle dynamics control module 133 on which with the sensor module 112 is coupled. The VCS 110 also has other control modules used in various vehicle subsystems, such as safety control systems 134 , Steering control system 136 , Brake control system 138 and suspension control unit 140 are integrated. The vehicle subsystems operate with actuatable elements according to the vehicle dynamics control module 133 received input together. Actuatable elements can, for example, seat control elements / airbag triggers 142 , Steering wheel 144 , Brake control elements 146 and suspension regulation 147 included but not limited to these. The vehicle dynamics control module 133 includes a processing agent 148 , for example a processor that inputs from the associated sensors or other elements of the VCS 110 receives and processes to generate control signals in response to the inputs. In one embodiment, the processing means of the vehicle dynamics control module receives 133 also inputs from one or more modules of the ASCS 102 and generates control signals in response to the received inputs. The control signals generated in this way are transmitted to the one or more assigned actuatable elements in order to control the travel and the handling characteristics of the vehicle.

The vehicle can also use interactive communication systems 149 how to integrate vehicle-to-vehicle and / or vehicle-to-infrastructure communication systems. In one embodiment, the interactive communication systems 149 in the lead vehicles 106 be able to do that by the sensor module 112 detected road surface conditions / abnormal road conditions via the processing means 148 to receive and the collected road surface conditions along with the vehicle states of the lead vehicles 106 to the ASCS 102 to generate the data packet 107 to transmit. In In a further embodiment, the interactive communication systems 149 of the target vehicle 103 be able to determine the vehicle conditions of the target vehicle 103 to the ASCS 102 to transmit, and further be able to transmit the road surface wheel 208 from the ASCS 102 to receive along with correction adjustments in response to the vehicle dynamics control module 133 enable the active suspension of the target vehicle 103 to control effectively.

The ASCS 102 has at least one processor 150 and one with the processor 150 coupled memory 152 on. The ASCS 102 also has a RAD module 154 , a data packet generation module 156 and a correction adjustment determination module 158 on. In one embodiment, the ASCS 102 a typical system for controlling a vehicle's suspension as shown in 2nd is illustrated. The ASCS 102 includes the processor 150 , the store 152 and an I / O interface 202 . The I / O interface 202 is with the processor 150 and an I / O device. The I / O device is set up for input via an I / O interface 202 receive from sensors and cards and output for display in the I / O device via the I / O interface 202 to transmit.

The ASCS 102 also closes data 204 and modules 206 on. In one execution, the data 204 inside the store 152 get saved. In one example, the data 204 Lane pre-reading data (RAD) 208 , Vehicle conditions 210 , Range and coverage data 212 , Correction adjustment data 214 , Feedback data 215 and other data 216 lock in. In one embodiment, the data 204 in the store 152 can be stored in the form of various data structures. In addition, the aforementioned data can be organized using data models, such as relational or hierarchical data models. The other dates 216 can also be referred to as a reference repository for storing recommended implementation approaches as reference data. The other dates 216 can also create data, including temporary data, temporary files and with the creation of RAD 208 related data and modules 206 Coordinate generated databases to the various functions of the ASCS 102 to execute.

The modules 206 can, for example, the RAD module 154 , the data packet generation module (hereinafter referred to as the data packet module) 156 , the correction adjustment module 158 , a vehicle control module 220 and a module for correcting false positive errors (replaceable as an error correction module) 221 exhibit. The modules 206 can also use other modules 222 have several different functionalities of the ASCS 102 to execute. It will be understood that such modules mentioned above can be represented as a single module or a combination of different modules. The modules 206 can be implemented in the form of software, hardware and / or firmware. As used herein, the term modules refers to an application specific integrated circuit (ASIC), an electronic circuit, a (shared, assigned, or group) processor, and memory that executes one or more software or firmware programs, circuit logic and / or other suitable components that provide the functionality described.

The ASCS controls during operation 102 dynamic the active suspension of the moving target vehicle 103 based on the leading vehicles previously traveling the same route at a different time 106 collected RAD 208 . The RAD module 154 of the ASCS 102 receives a request for the RAD 208 from at least one target vehicle 103 and determines the data packet 107 the RAD 208 according to the geographic location of the requested target vehicle 103 that in the data repository 104 is saved. The RAD module 154 then transmits the RAD 208 via the I / O interface 202 to the target vehicle 103 in response to the request. The RAD 208 include at least side and route information predictions of one or more obstacles that are on the road surface in front of the moving target vehicle 103 are located. In one embodiment, the RAD 208 have both right and left lane information with predictions about obstacles. The RAD 208 can through the data packet module 156 using that from the lead vehicles 106 collected road surface condition data are generated.

In one embodiment, the data packet module generates 156 the RAD 208 based on abnormal road conditions from the lead vehicles 106 can be found on the same route during the crossing. The road condition sensor 118 of the lead vehicles 106 can detect the obstacles such as pothole, bump, rubble and so on and the detected irregularities / obstacles / abnormal road conditions to the processing means 148 hand off. The processing agent 148 in turn transmits the abnormal road conditions to the data packet module 156 about the interactive communication systems 149 . The data packet module 156 also receives from the interactive communication systems 149 of the lead vehicles 106 transmitted vehicle conditions 210 of the lead vehicles 106 . The sensor module 112 collects measurements of the one or more speed sensors 116 , Centering sensors 120 , Steering wheel sensors 122 , Direction sensors 124 , Suspension height sensors 128 , Wheel pressure sensors 130 and brake pressure sensors 132 . The processing agent determines based on the collected measurements 148 the vehicle conditions 210 such as vehicle speed, direction, acceleration, lane centering information, stability of the vehicle and time corresponding to declines between the first and second axes of the lead vehicle when encountering abnormal road conditions. The sensor module 112 can also get the vehicle location and navigation information from the navigation sensor 126 receive. Based on the abnormal road conditions and from the lead vehicles 106 the data packet module determines received vehicle states 156 the RAD 208 , the side and route information predictions of one or more obstacles on the road surface. In another embodiment, the vehicle control module receives 220 the abnormal road conditions and the vehicle conditions 210 from the lead vehicles 106 about the interactive communication systems 149 . After determining the RAD 208 , generates the data packet module 156 the data packet 107 the RAD 208 and the vehicle conditions 210 of the lead vehicle 106 includes. The ASCS 102 updates the data repository 104 with the data packet 107 together with the location information for further processing.

The ASCS 102 also receives the vehicle states of the target vehicle 103 about the interactive communication systems 149 of the target vehicle 103 . The ASCS 102 saves the vehicle states of the target vehicle 103 in the data repository 104 as target vehicle states 108 . The target vehicle states 108 point at least to the target vehicle 103 assigned vehicle speed, lane centering and route information. The sensor module measures in one aspect 112 of the target vehicle 103 the vehicle speed, lane centering and route information from the respective sensors and guides the measured vehicle states of the target vehicle 103 to the processing agent 148 further. The processing agent 148 can the target vehicle states 108 to the ASCS 102 about the interactive communication systems 149 to transfer. In one embodiment, the vehicle control module receives 220 the target vehicle states 108 from the target vehicle 103 about the interactive communication systems 149 . After receiving the RAD 208 and the target vehicle states 108 determines the ASCS 102 Reach and scope data 212 the wheel 208 that would be useful to determine corrective adjustment to be made in the RAD at an appropriate position and time based on the target vehicle conditions 108 .

In one embodiment, the correction adjustment module says 158 that of the data repository 104 received coverage or range data 212 the wheel 208 according to the current geographic location or the position of the target vehicle 103 ahead. The correction adjustment module 158 disassembles the RAD 208 , identifies the most likely direction of use of the RAD 208 and determines the correction adjustment factor 214 who in the RAD 208 is to be applied based on the current position and the target vehicle conditions 108 of the target vehicle 103 and the dimension of the at least one obstacle with which the target vehicle 103 is coupled. For example, the dimension depth of the obstacle, such as a bump, may be based on the speed of the target vehicle 103 can be determined.

The correction adjustment module 158 also sets the correction adjustment factor 214 to the RAD 208 on, resulting in a corrected RAD for use by the target vehicle 103 when controlling the active suspension system of the target vehicle 103 is produced. The vehicle control module 214 of the ASCS 102 transmits the corrected RAD to the target vehicle 103 . The VCS 110 of the target vehicle 103 receives the corrected RAD and relocates the vehicle dynamics control module 133 able to operate the subsystems and in turn the actuators / controls according to the corrected RAD. In one embodiment, the corrected RAD can be in the data packet 107 which is in the data repository 104 saved, updated.

The target vehicle 103 also transmits feedback on the perception of the target vehicle 103 after applying the corrected RAD to the active wheel suspension of the target vehicle 103 to control. In one example, the feedback may reflect the actual road surface conditions of the target vehicle 103 Include the route traveled. The error correction module 221 receives the feedback, saves the feedback as feedback data 215 and processes the received feedback data 215 to make false positive mistakes in using the RAD 208 to determine. In one embodiment, the error correction module determines 221 the false positive error after comparing the RAD 208 of the data packet 107 (or corrected RAD) and that of the moving target vehicle 103 received feedback data 215 . The error correction module 221 determines whether the RAD 208 the feedback data 215 contradict by a factor that exceeds a predetermined threshold, then determines the error correction module 221 the false positive error and corrects the false positive error to the active suspension of the target vehicle 103 to normalize. This avoids further obstacles on the road surface, which enables improved driving quality and comfort for the occupants of the target vehicle.

3a FIG. 14 shows a flow diagram of an example method for controlling active suspension of moving vehicles in accordance with an embodiment of the present disclosure.

As in 3a illustrates the procedure 300 one or more blocks implemented by the processor 150 to control active suspension of moving vehicles. The procedure 300 can be described in the general context of computer executable instructions. In general, computer-executable commands can include routines, programs, objects, components, data structures, procedures, modules, and functions that perform special functions or implement special abstract data types.

The order in which the procedure 300 is not intended to be construed as a limitation, and any number of the process blocks described can be combined in any order to make up the process 300 to execute. In addition, individual blocks from the procedure 300 be deleted without leaving the scope of the subject matter described here. Furthermore, the procedure 300 be implemented in any suitable hardware, software, firmware or combination thereof.

At block 302 are road surface RAD data assigned to the target vehicle 103 are assigned. In one embodiment, the RAD module receives 154 of the ASCS 102 the road surface wheel 208 according to the current geographic location of the target vehicle 103 from the data repository 104 . Exemplary RAD 208 for the target vehicle 103 are in 4th illustrated. The RAD module 154 loads the RAD 208 that correspond to the geographic location of the target vehicle 103 belong from the in the data repository 104 stored data packet 107 down. As illustrated, the RAD 208 at least left-hand and right-hand lane and route information forecasts of one or more on the road surface in front of the moving target vehicle 103 obstacles. The data packet module 156 creates the data packet 107 the RAD 208 having. 3b FIG. 13 illustrates a flowchart of an example method for generating a data packet in accordance with an embodiment of the present disclosure.

As in 3b illustrates the procedure 304 one or more of the processor 150 to generate the data packet 107 implemented blocks. The procedure 304 can be described in the general context of computer executable instructions. In general, computer-executable commands can include routines, programs, objects, components, data structures, procedures, modules and functions that perform special functions or implement special abstract data types.

At step 306 are from the lead vehicles 106 abnormal road conditions detected by the data packet module 156 receive. At block 308 are also vehicle states of the lead vehicles 106 from the data packet module 156 receive. Based on that from the lead vehicles 106 received abnormal road conditions and vehicle conditions, the data packet module determines 156 the RAD 208 Which side and route information predictions have one or more obstacles present on the road surface. After determining the RAD 208 generates the data packet module 156 the data packet 107 , at block 310 , showing the RAD 208 and the vehicle conditions 210 of the lead vehicle 106 .

At block 312 become the target vehicle 103 receive assigned vehicle states. In one embodiment, the vehicle control module receives 220 the target vehicle states 108 from the target vehicle 103 about the interactive communication systems 149 . The target vehicle states 108 may include, but not limited to, vehicle speed, direction, lane centering, and route information.

At block 314 Correction adjustments required for active wheel suspension are determined. In one embodiment, the correction adjustment module disassembles 158 the RAD 208 , identifies the most likely direction of use of the RAD 208 and determines that in the RAD 108 correction adjustment factor to be applied 214 based on the current position and the target vehicle conditions 108 of the target vehicle 103 and dimension of the at least one obstacle with which the target vehicle 103 is coupled.

At block 316 becomes the active wheel suspension of the target vehicle 103 controlled based on correction adjustment. In one embodiment, the correction adjustment module applies 158 furthermore the correction adjustment factor 214 on the RAD 208 and thereby generates corrected RAD for use by the target vehicle 103 when controlling the active suspension system of the target vehicle 103 .

At block 318 the false positive error is corrected. In one embodiment, the target vehicle transmits 103 the feedback data 215 that the perception of the target vehicle 103 when using the corrected RAD to control the active wheel suspension of the target vehicle 103 Show. The error correction module 221 receives the feedback data 215 and processes the received feedback data 215 to get false positive errors when using the RAD 208 to determine. In one embodiment, the error correction module determines 221 the false positive error based on comparison of the RAD 208 of the data packet 107 (or corrected RAD) and that of the moving target vehicle 103 received feedback data 215 . The error correction module 221 determines whether the RAD 208 the feedback data 215 contradicts by a factor that exceeds a predetermined threshold, then the error correction module determines 221 the false positive error and corrects the false positive error to the active suspension of the target vehicle 103 to normalize.

For example, poses 5a is a graph showing the depth of the target vehicle 103 is plotted along the Y axis and the time is plotted along the X axis, determining the false positive error and the correction to improve the target vehicle's wheel suspension 103 is carried out. The error correction module 221 performs the correction of the false positive error 510 after determining the RAD 208 through that with the feedback data 215 to contradict. The suspension of the target vehicle is based on the false positive error correction 103 , as in 5b shown, improved.

5b represents a graphic representation in the comfort index / driving quality of the target vehicle 103 is plotted along the Y-axis and time along the X-axis, improved suspension being determined when the false positive error is determined and corrected. As shown, the error correction module generates 221 Control signals to the vehicle control system 110 to the wheel suspension of the target vehicle 103 normalize linearly back to the original offset to avoid further obstacles, such as second, third, fourth bumps. The vehicle control system 110 corrects the wheel suspension based on received control signals by a linear movement 514 instead of being exposed to bumps without correcting the wheel suspension 516 , thus avoiding further obstacles on the road surface, which enables improved driving quality and comfort for occupants of the target vehicle.

The illustrated steps are set forth to explain the exemplary embodiments shown and it should be anticipated that as technology advances, the manner in which particular functions are performed will change. These examples are presented here for purposes of illustration and not limitation. Furthermore, the limits of the functional building blocks have been arbitrarily defined here for the sake of simple description. Alternative limitations can be defined as long as specified functions and ratios thereof are performed appropriately. Alternatives (including equivalents, extensions, variations, variances, and so forth to those described herein) will be apparent to those skilled in the art (s) in view of the teachings contained herein. Such alternatives are within the scope and spirit of the disclosed embodiments. Also, the words "having," "having," "including" and "including" and other similar forms are meant to be meaning equivalent and unrestricted, inasmuch as an item or items that follow one of these words is not intended to be an exhaustive list of that item or items Copies or is to be understood as being limited to this one copy or these copies only. It should also be noted that the singular forms "a", "an" and "the", "the", "the", as used here and in the appended claims, include plural references, unless the context clearly states otherwise.

Furthermore, one or more computer readable storage media may be used in implementing embodiments consistent with the present disclosure. A computer readable storage medium refers to any type of physical memory on which information or data that can be read by a processor can be stored. Thus, a computer readable storage medium may store instructions for execution by one or more processors, including instructions, that cause the processor (s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood as including specific examples and excluding carrier waves or short-term signals, that is, not temporarily. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, memory sticks, floppy disks and any other known physical storage media.

Claims (10)

A method of controlling active suspension of a moving target vehicle (103), the method comprising: Receiving actual road surface prefetch data (RAD) (208), the RAD (208) having at least side and route information predictions of one or more obstacles on the road surface in front of the moving target vehicle (103); Receiving vehicle states (108) of the moving target vehicle (103), the vehicle states (108) comprising at least vehicle speed, direction, lane centering and route information; Determining one or more correction adjustments necessary to control the active suspension of the moving target vehicle (103) based on the RAD (208) and vehicle conditions (108); and controlling the active suspension of the moving target vehicle (103) based on correction adjustments so determined. Procedure according to Claim 1 , further comprising: acquiring abnormal road conditions detected by one or more leading vehicles (106) moving at a time; Obtaining vehicle conditions (210) of the one or more control vehicles (106), the vehicle conditions (210) at least current geographic position of the one or more control vehicles (106), vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the one or more lead vehicles (106) and have inclinations between the first axis and the second axis of the lead vehicle (106) when abnormal road conditions occur; Determining the RAD (208) having side and route information predictions of one or more obstacles present on the road surface based on the abnormal road conditions sensed by one or more lead vehicles (106); and generating a data packet (107) having the RAD (208) and the vehicle states (210) of the one or more leading vehicles (106). Procedure according to Claim 1 wherein determining the one or more correction adjustments comprises the steps of: predicting the scope and range (212) of the RAD (208) for controlling the active suspension based on the vehicle conditions of the moving target vehicle (103); and determining the one or more correction adjustments to be made in the RADs (208) at an appropriate position and at an appropriate time based on the scope and range (212) of the RADs (208), current position, vehicle conditions (108) of the target vehicle (103) and dimension of at least one obstacle with which the target vehicle (103) is coupled. Procedure according to Claim 1 , further comprising: receiving feedback (215) about the actual road surface RAD perceived by the moving target vehicle (103); Detecting a false positive error based on comparison of the previously determined road surface RAD (208) of the data packet and the feedback (215) received from the moving target vehicle (103); and performing a false positive error correction to normalize the active suspension of the moving target vehicle (103). A method of controlling active suspension of a moving target vehicle (103), the method comprising: receiving actual road surface prefetch data (RAD) (208), the RAD (208) at least predicting side and route information of one or more of the ones on the Has road surface in front of the moving target vehicle (103) obstacles; Receiving vehicle states (108) of the moving target vehicle (103), the vehicle states (108) comprising at least vehicle speed, direction, lane centering and route information; Determining one or more correction adjustments required to control the active suspension of the moving target vehicle (103) based on the RAD (208) and vehicle conditions (108), wherein determining one or more correction adjustments includes the steps of predicting the coverage and the range (212) of the RAD (208) for controlling the active suspension based on the vehicle conditions of the moving target vehicle (103); and determining the one or more correction adjustments to be made in the RADs (208) at an appropriate position and at an appropriate time based on the scope and range (212) of the RADs (208), current position, vehicle conditions (108) of the target vehicle (103) and dimension of at least one obstacle to which the target vehicle (103) is coupled; and controlling the active suspension of the moving target vehicle (103) based on correction adjustments so determined, the controlling the active suspension comprising the steps of receiving feedback (215) about the actual road surface RAD (208) sensed by the moving target vehicle (103) ); Detecting a false positive error based on comparison of the previously determined road surface RAD (208) of the data packet (107) and that of the moving target vehicle (103) received feedback (215); and performing a false positive error correction to normalize the active wheel suspension of the target moving vehicle (103), the RADs (208) being generated by obtaining abnormal road conditions from one or more leading vehicles (106) moving at a time be captured; Obtaining vehicle conditions (210) of the one or more control vehicles (106), the vehicle conditions (210) at least current geographic position of the one or more control vehicles (106), vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the one or more lead vehicles (106) and have inclinations between the first axis and the second axis of the lead vehicle (106) when abnormal road conditions occur; Determining the RAD (208) having side and route information predictions of one or more obstacles on the road surface based on the abnormal road conditions sensed by the one or more lead vehicles (106); and generating a data packet (107) comprising the RAD (208) and the vehicle states (210) of the one or more leading vehicles (106). An active suspension control system (102) for controlling active suspension of a moving target vehicle (103), the system comprising: a processor (150); a memory (152) communicatively coupled to the processor (150), the memory (152) storing instructions executable by the processor which, when executed, cause the processor (150) to: receive actual road surface prefetch data (RAD) (208), the RAD (208) having at least side and route information predictions of one or more obstacles on the road surface in front of the moving target vehicle (103); Receive vehicle states (108) of the moving target vehicle (103), the vehicle states (108) comprising at least vehicle speed, direction, lane centering and route information; determine one or more correction adjustments required to control the active suspension of the moving target vehicle (103) based on the RAD (208) and vehicle conditions (108); and control the active wheel suspension of the moving target vehicle (103) based on correction adjustments determined in this way. System according to Claim 6 wherein the processor (150) is further configured to: acquire abnormal road conditions detected by the leading vehicle (106) moving at a time; Obtain vehicle conditions (210) of the one or more control vehicles (106), the vehicle conditions (210) at least current geographic position of the one or more control vehicles, vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the one or of the plurality of lead vehicles and having inclinations between the first axis and second axis of the lead vehicle (106) when abnormal road conditions are encountered; determine the RAD (208), the side and route information predictions of one or more obstacles located on the road surface based on the abnormal road conditions detected by the one or more lead vehicles (106); and generate a data packet (107) that includes the RAD (208) and vehicle conditions (210) of the one or more lead vehicles (106). System according to Claim 6 wherein the processor (150) is configured to determine the one or more correction adjustments by the steps of: predicting the coverage and range (212) of the RAD (208) for controlling the active suspension based on the vehicle conditions of the moving target vehicle (103); and determining the one or more correction adjustments to be made in the RADs (208) at an appropriate position and at an appropriate time based on the scope and range (212) of the RADs (208), current position, vehicle conditions (108) of the target vehicle (103) and dimension of the at least one obstacle with which the target vehicle (103) is coupled. System according to Claim 6 wherein the processor is further configured to: receive feedback (215) about the actual road surface RAD sensed by the moving target vehicle (103); detect a false positive error based on comparison of the predetermined road surface RAD (208) of the data packet and the feedback (215) received from the moving target vehicle (103); and correct the false positive error to normalize the active suspension of the moving target vehicle (103). A system for controlling active suspension (102) of a moving target vehicle (103), the system comprising: a processor (150); a memory (152) communicatively coupled to the processor (150), the memory (152) storing instructions executable by the processor which, when executed, cause the processor (150) to: actual road surface prefetch data (RAD) (208), wherein the RAD (208) has at least side and route information predictions of one or more obstacles located on the road surface in front of the moving target vehicle (103); Receive vehicle states (108) of the moving target vehicle (103), the vehicle states (108) having at least vehicle speed, direction, lane centering and route information; determine one or more correction adjustments required to control the active suspension of the moving target vehicle (103) based on the RAD (208) and vehicle conditions (108), the processor (150) determining one or more correction adjustments by the Steps predicting the amount of detection and range (212) of the RAD (208) for controlling the active suspension based on the vehicle conditions of the moving target vehicle (103); and determining the one or more correction adjustments to be made in the RADs (208) at an appropriate position and at an appropriate time based on the scope and range (212) of the RADs (208), current position, vehicle conditions (108) of the target vehicle (103) and dimension of at least one obstacle to which the target vehicle (103) is coupled; and control the active wheel suspension of the moving target vehicle (103) based on correction adjustments so determined, the processor (150) controlling the active wheel suspension by receiving feedback (215) about the actual sensed by the moving target vehicle (103) Road surface RAD; Detecting a false positive error based on comparison of the previously determined road surface RAD (208) of the data packet and the feedback (215) received from the moving target vehicle (103); and performing a false positive error correction to normalize the active suspension of the moving target vehicle (103); wherein the processor (150) generates the RAD (208) by obtaining abnormal road conditions that are detected by one or more leading vehicles (106) moving at a time; Obtaining vehicle conditions (210) of the one or more control vehicles (106), the vehicle conditions (210) at least current geographic position of the one or more control vehicles (106), vehicle speed, direction, acceleration, vehicle identification number (VIN), lane centering information, stability of the one or more lead vehicles (106) and have inclinations in accordance with time between the first axis and the second axis of the lead vehicle (106) when encountering abnormal road conditions; Determining the RAD (208) having side and route information predictions of one or more obstacles located on the road surface based on the abnormal road conditions detected by the one or more lead vehicles (106); and generating a data packet (107) comprising the RAD (208) and the vehicle states (210) of the one or more leading vehicles (106).

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