KR102602917B1 - Method for controlling suspension of vehicle - Google Patents

Abstract

Establishing a standard value for one or more factors of vehicle speed, impact amount, or deceleration when crossing a speed bump; Measuring one or more factors of vehicle speed, impact amount, or deceleration when the vehicle exceeds a speed bump; Comparing measured parameter values and standard values to identify the driver's tendency; A vehicle suspension control method including a step of changing control values for suspension components according to the identified driver's tendency is introduced.

Description

Vehicle suspension control method {METHOD FOR CONTROLLING SUSPENSION OF VEHICLE}

The present invention improves marketability by optimizing the ride comfort and handling characteristics of the vehicle by understanding the driver's intention to some extent after the driver passes a speed bump above a certain level and adjusting the detailed gain value of the vehicle accordingly. It relates to a vehicle suspension control method that can be used.

Among existing ECS controls, ride comfort control is usually controlled using a sky-hook method that applies virtual damping for each of the three modes of bounce, roll, and pitch of the vehicle body. And this logic has about 2 to 3 modes. Each mode has tuning values for each mode, and through this, the driver can select the mode that suits the current driving purpose and select the optimal damping tuning value for driving.

Drivers basically have a driving tendency to drive sportily or place emphasis on ride comfort. This driver's basic tendency is called the long-term driving tendency, and the short-term driving tendency stems from short-term goals and situations, such as being late for work or an appointment. In other words, drivers have long-term driving tendencies and short-term driving tendencies.

Logic is being developed that automatically determines the driver's tendencies in the short term using these various signals and controls various control amounts accordingly. In addition, a logic called smart mode has been developed that identifies the driver's tendencies in the short or long term and then adjusts the ECS mode in two stages accordingly.

However, as these inventions mainly focus on deceleration and acceleration characteristics, they are mainly proposed as a method of receiving signals such as steering angle input and deceleration pedal input and judging driving tendencies through appropriate classifier logic. This invention is an improved invention related to recognizing the driver's tendency, and is particularly concerned with recognizing the driver's tendency and short-term driving intention using various state quantities when passing a speed bump. In the case of the previous two development logics, it does not specifically include understanding the driver's tendencies and intentions based on the characteristics of passing a speed bump.

The matters described as background technology above are only for the purpose of improving understanding of the background of the present invention, and should not be taken as recognition that they correspond to prior art already known to those skilled in the art.

KR 10-1575277 B1

The present invention was proposed to solve this problem. After the driver passes a speed bump above a certain level, the driver's intention is identified to some extent and the detailed gain value of the vehicle is adjusted accordingly, thereby improving the vehicle's ride quality. The purpose is to provide a vehicle suspension control method that can improve marketability by optimizing handling characteristics.

A vehicle suspension control method according to the present invention for achieving the above object includes the steps of preparing a standard value for one or more factors of vehicle speed, impact amount, or deceleration speed when crossing a speed bump; Measuring one or more factors of vehicle speed, impact amount, or deceleration when the vehicle exceeds a speed bump; Comparing measured parameter values and standard values to identify the driver's tendency; and changing control values for suspension parts according to the identified driver's tendencies.

In the step of preparing a standard value, a standard value can be prepared by measuring by test one or more factors of vehicle speed, impact amount, or deceleration speed when a speed bump of a predetermined standard is exceeded under predetermined driving conditions.

In the stage of preparing standard values, standard values for vehicle speed and impact, as well as deceleration and acceleration, when crossing a speed bump can be prepared.

In the stage of measuring factors, vehicle speed and impulse measurements, as well as deceleration and acceleration measurements, can be measured while crossing a speed bump.

In the step of identifying the driver's tendency, the driver's tendency can be identified based on the degree and direction of separation between the standard value and the measured value.

In the step of identifying the driver's tendency, a first index is derived regarding the degree and direction of separation between standard values and measured values for vehicle speed and impact, and a first index is derived regarding the degree and direction of separation between standard values and measured values for deceleration and acceleration. 2 indices are derived, and the propensity value is derived by adding the first index and the second index according to a certain ratio, and the driver's propensity can be identified through the propensity value.

In the step of changing the control value, the base damping value, anti-roll gain value, or pitch control gain value of the suspension can be changed depending on the driver's preference.

After the step of preparing a standard value, it further includes a step of determining whether a passenger is riding, and in the step of determining the driver's tendency, the driver's tendency is identified and identified depending on whether a passenger is riding, and the control value is changed. At this stage, the identified driver's tendencies can be reflected by classifying them according to whether a passenger is on board or not.

In the step of measuring factors, one or more factors among vehicle speed, impact amount, or deceleration speed can be measured only when the speed bump identified through the preview sensor is within a certain standard.

In the step of measuring the factor, if the vehicle is within a certain distance from the preceding vehicle through the preview sensor, the factor may not be measured.

According to the vehicle suspension control method of the present invention, after the driver passes a speed bump above a certain level, the driver's intention is identified to some extent and the detailed gain value of the vehicle is adjusted accordingly, thereby improving the vehicle's ride quality and handling. Productivity can be improved by optimizing characteristics.

1 is a flowchart of a vehicle suspension control method according to an embodiment of the present invention.
2 and 3 are diagrams for explaining a vehicle suspension control method according to an embodiment of the present invention.

Figure 1 is a flowchart of a vehicle suspension control method according to an embodiment of the present invention, and Figures 2 and 3 are diagrams for explaining a vehicle suspension control method according to an embodiment of the present invention.

The present invention uses the estimated value of passing impact when passing a speed bump to identify driver tendencies. Therefore, it may be more appropriate if a vertical acceleration sensor is mounted on the vehicle body and an ECS (electronically controlled suspension system) that utilizes this sensor signal is provided.

In the case of people with sporty and impatient tendencies, even if they are the same speed bump, they tend to want to quickly go over the speed bump, even if it means bearing the impact. On the other hand, for people who enjoy a comfortable ride and have a tolerant disposition, the amount of braking increases in front of a speed bump to reduce the amount of impact, and as a result, the level of impact when passing through it also decreases. This can be summarized in a table as below.

By accumulating these tendencies over a long period of time (over 30 minutes to an hour), the driver's tendencies can be determined. Of course, there may be several exceptions to this. For example, there is a case where the car in front is right in front and you have no choice but to slow down, and this is removed as an outlier using the distance information to the preceding car recognized by SCC, etc. In addition, the level of impact may vary depending on the type of bump. This is because the MAP between the impact value and the passing vehicle speed is continuously accumulated through learning, and the type of bump currently passed can be determined through the vehicle speed MAP.

Additionally, there may be cases where the driver makes a mistake and goes over a speed bump with a large impact. This does not happen every time, so this can also be avoided through a classifier when passing multiple speed bumps.

Unless there is a preview sensor, the type of speed bump can only be constructed using the relationship between vehicle speed and impact amount as MAP. Here, the amount of impact is defined as the difference between the maximum and minimum values of vertical acceleration. It receives the current vehicle speed and the impulse value transmitted from the ECS ECU, and when the impulse is above a certain value and the pitch rate of the vehicle is above a certain value, it is recognized as passing a speed bump. When it is recognized as passing a speed bump, the relationship between the passing vehicle speed and the amount of impact is accumulated as MAP. Since the existing standard speed bumps, such as standard speed bumps (3 types of Ministry of Construction and Transportation standards, including 3.6m Construct a MAP of the relationship between and impulse amount.

Driver tendency can be judged based on the degree of braking and accelerator input before and after a speed bump is recognized. In the case of sporty drivers, they do not maintain braking at the prescribed speed (less than 30KPH) and quickly go over speed bumps, and they tolerate the amount of impact even if it generates a little more. On the other hand, people who want a comfortable ride tend to reduce the amount of impact. As you drive, the vehicle speed decreases to the speed limit or below. Therefore, the online MAP of drivers of both types will be updated as shown in Figures 2 and 3.

Additionally, the driver must overcome a certain number (N) or more of speed bumps. And by displaying a certain number of speed bumps overlaid on the standard MAP as shown in Figures 2 and 3, the driver's tendency can be determined. The difference between short term and long term is defined as the difference between these N values (short term = N_S, long term = N_L). Of course, outliers may exist, so as mentioned earlier, through the distance to the preceding vehicle calculated using radar, etc., excluding cases where the distance to the preceding vehicle is too close, an appropriate classification algorithm such as SVM (Support Vector Machine) is used. Through this, it is determined in which direction the vehicle deviates from the existing standard speed bump range and this is quantified quantitatively.
Sporty drivers show less deceleration before speed bumps and more acceleration signals after speed bumps. In the opposite case, there is a lot of deceleration before the speed bump. By accumulating a lot of data in advance for the standard range, the average degree of deceleration is organized into MAP. During driving, data is accumulated on how much the driver's deceleration range progresses compared to this standard MAP. Through this, the driver's driving tendencies can also be recognized. You must also overcome a certain number (N) or more of speed bumps, and the difference between short-term and long-term is defined as the difference in N values (short-term = N_S, long-term = N_L).

You must overcome a certain number (N) or more of speed bumps. And by displaying a certain number of speed bumps overlaid on the standard MAP, the driver's tendencies can be determined. The difference between short term and long term is defined as the difference between these N values (short term = N_S, long term = N_L). Of course, outliers may exist, so as mentioned earlier, cases where the distance to the preceding vehicle is too close are excluded through the preceding RADAR, and the direction in which the vehicle deviates from the existing standard speed bump range is determined through an appropriate classification algorithm such as SVM. Quantify this quantitatively.

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If the driver is sporty, the base damping is increased to enhance handling performance. If the tendency is the opposite, lower the bass damping as much as possible. Additionally, the gain of anti-roll control and anti-pitch control is increased depending on sporty tendencies. And in the case of the skyhook control logic, the control gain is varied depending on the sporty tendency.

1 is a flowchart of a vehicle suspension control method according to an embodiment of the present invention. The vehicle suspension control method according to the present invention is based on one or more factors of vehicle speed, impact amount, or deceleration speed when crossing a speed bump. preparing a standard value for (S100); When the vehicle exceeds a speed bump, measuring one or more factors of vehicle speed, impact amount, or deceleration (S210, S220); Comparing the measured parameter values and standard values to identify the driver's tendency (S400); and a step (S500) of changing control values for suspension parts according to the identified driver's tendencies.

Specifically, in the case of crossing a speed bump, a step (S100) of preparing a standard value for one or more factors of vehicle speed, impact amount, or deceleration speed is performed. In the step of preparing a standard value, a standard value can be prepared by measuring by test one or more factors of vehicle speed, impact amount, or deceleration speed when a speed bump of a predetermined standard is exceeded under predetermined driving conditions. 2 and 3 are diagrams for explaining a vehicle suspension control method according to an embodiment of the present invention. In the graph shown, the portion indicated by gray dots represents data in the standard range.

In addition, in the step of preparing standard values, standard values of vehicle speed and impact amount and standard values of deceleration and acceleration can be prepared when crossing a speed bump. In an embodiment, vehicle speed and impact can be expressed in a single graph as shown in FIG. 2, and deceleration and acceleration can be expressed in a single graph as shown in FIG. 3.

Thereafter, the vehicle performs a step of measuring one or more factors among vehicle speed, impact amount, or deceleration when the vehicle exceeds a speed bump (S200, S210, and S220). In the stage of measuring factors, vehicle speed and impulse measurements, as well as deceleration and acceleration measurements, can be measured while crossing a speed bump. Then, a step is performed to identify the driver's tendency by comparing the measured parameter values with standard values. In the step of identifying the driver's tendency, the driver's tendency can be identified based on the degree and direction of separation between the standard value and the measured value.

Specifically, in the step of identifying the driver's tendency, the first index is derived regarding the degree and direction of separation between standard values for vehicle speed and impact amount and measured values, and the degree and direction of separation between standard values and measured values for deceleration and acceleration are derived. A second index is derived (S300), a propensity value is derived by adding the first index and the second index according to a certain ratio, and the driver's propensity can be determined through the propensity value (S400).

In the case of FIGS. 2 and 3, the distance from the center of the standard range of each measured point will be expressed as a vector, and when the vectors are averaged, they can be expressed as one point. And that point allows you to know how sporty or mild the driver's personality is depending on the distance from the center of the standard. In this case, the first index and the second index will be expressed as distance values, and the propensity value can be expressed as a number by multiplying and adding the predetermined weights of the two indices.

Afterwards, a step (S500) is performed to change the control values for the suspension parts according to the identified driver's tendencies. In the step of changing the control value, the base damping value, anti-roll gain value, or pitch control gain value of the suspension can be changed depending on the driver's preference.

Meanwhile, after the step of preparing the standard value, a step of determining whether a passenger is riding is further included. In the step of determining the driver's tendency, the driver's tendency is classified and determined depending on whether a passenger is riding, and the control value is calculated. In the change stage, the identified driver's tendencies can be reflected by classifying them according to whether a passenger is on board or not. In addition, in the step of measuring the factor, one or more factors among vehicle speed, impact amount, or deceleration speed can be measured only when the speed bump identified through the preview sensor is within a certain standard. Additionally, in the step of measuring the factor, if the vehicle is within a certain distance from the preceding vehicle through the preview sensor, the factor may not be measured. Preview sensors can be understood as a concept that encompasses sensors of various surveillance equipment such as cameras, infrared, and radar.

Specifically, in the case of the degree of acceleration and deceleration before and after passing a speed bump, updating the standard range is important. The degree of deceleration before and after passing a speed bump is transmitted to the big data server through communication, and this is used to update the degree of acceleration and deceleration before and after passing a speed bump. Analyze the degree of acceleration and deceleration to determine the standard range. When determining this standard range, the vehicle's GPS signal and navigation information can be used to check the shape and height information of the speed bump that the vehicle passed, and this information can be reflected to define the standard range.

Additionally, when the driver focuses on ride comfort in a way that is very different from his or her usual driving habits, it can be determined that there are additional passengers in the rear seat, and the rear seat ride comfort gain or base damping is controlled accordingly to optimize ride comfort. This is additionally supplemented using sensor signals or estimation logic that can tell whether the driver in the rear seat is present or not.

In addition, the vehicle's preview sensor function can be used to limit the vehicle speed-impact amount standard range. The preview sensor provides information on the width and height of the speed bump, and through this, if the speed bump about to pass in the future deviates from the standard speed bump specifications (3.6m x 0.1m) by a certain amount, it can be recognized as an outlier and used to remove it. Alternatively, since there are three types of speed bumps according to the Ministry of Construction and Transportation standards, the standard range on the speed-impact amount MAP of the three speed bumps is designed as three, and which standard range is similar is judged through the preview sensing function to make the judgment more accurate. You can hope.

According to the vehicle suspension control method of the present invention, after the driver passes a speed bump above a certain level, the driver's intention is identified to some extent and the detailed gain value of the vehicle is adjusted accordingly, thereby improving the vehicle's ride quality and handling. Productivity can be improved by optimizing characteristics.

Although the present invention has been shown and described in relation to specific embodiments, it is known in the art that various improvements and changes can be made to the present invention without departing from the technical spirit of the present invention as provided by the following claims. This will be self-evident to those with ordinary knowledge.

S100: Step of preparing standard values S200: Step of measuring factors
S400: Step to identify tendencies

Claims (10)

Establishing a standard value for one or more factors of vehicle speed, impact amount, or deceleration when crossing a speed bump;
Measuring one or more factors of vehicle speed, impact amount, or deceleration when the vehicle exceeds a speed bump;
Comparing measured parameter values and standard values to identify the driver's tendency; and
A step of changing control values for suspension parts according to the identified driver's tendencies,
In the step of identifying the driver's tendency, a first index is derived regarding the degree and direction of separation between standard values and measured values for vehicle speed and impact, and a first index is derived regarding the degree and direction of separation between standard values and measured values for deceleration and acceleration. A vehicle suspension control method characterized by deriving two indices, deriving a tendency value by adding the first index and the second index according to a certain ratio, and identifying the driver's tendency through the tendency value. In claim 1,
In the step of preparing a standard value, vehicle suspension is characterized in that a standard value is prepared by measuring by test one or more factors of vehicle speed, impact amount, or deceleration speed when crossing a speed bump of a predetermined standard under predetermined driving conditions. Device control method. In claim 1,
In the step of preparing standard values, a vehicle suspension control method is characterized in that standard values of vehicle speed and impact and standard values of deceleration and acceleration are prepared when crossing a speed bump. In claim 3,
In the step of measuring the factors, a vehicle suspension control method characterized by measuring vehicle speed and impulse measured values and deceleration and acceleration measured values while crossing a speed bump. In claim 1,
In the step of determining the driver's tendency, a vehicle suspension control method characterized in that the driver's tendency is identified according to the degree and direction of separation between the standard value and the measured value. delete In claim 1,
In the step of changing the control value, a vehicle suspension control method characterized in that the base damping value, anti-roll gain value, or pitch control gain value of the suspension device is changed according to the driver's tendency. Establishing a standard value for one or more factors of vehicle speed, impact amount, or deceleration when crossing a speed bump;
Measuring one or more factors of vehicle speed, impact amount, or deceleration when the vehicle exceeds a speed bump;
Comparing measured parameter values and standard values to identify the driver's tendency; and
A step of changing control values for suspension parts according to the identified driver's tendencies,
After preparing the standard value,
It further includes a step of determining whether the passenger is on board,
In the step of identifying the driver's inclination, the driver's inclination is identified and identified according to whether a passenger is riding, and in the step of changing the control value, the driver's inclination is classified according to whether a passenger is riding and reflects the identified driver's inclination. Vehicle suspension control method. In claim 1,
In the step of measuring the factor, a vehicle suspension control method characterized in that one or more factors of vehicle speed, impact amount, or deceleration speed are measured only when the speed bump identified through the preview sensor is within a certain standard. Establishing a standard value for one or more factors of vehicle speed, impact amount, or deceleration when crossing a speed bump;
Measuring one or more factors of vehicle speed, impact amount, or deceleration when the vehicle exceeds a speed bump;
Comparing measured parameter values and standard values to identify the driver's tendency; and
A step of changing control values for suspension parts according to the identified driver's tendencies,
A vehicle suspension control method characterized in that, in the step of measuring the factor, the factor is not measured when the preceding vehicle is within a certain distance through the preview sensor.

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