KR20080085290A - Toe control method for active geometry control rear suspension in vehicle - Google Patents

Toe control method for active geometry control rear suspension in vehicle Download PDF

Info

Publication number
KR20080085290A
KR20080085290A KR1020070026559A KR20070026559A KR20080085290A KR 20080085290 A KR20080085290 A KR 20080085290A KR 1020070026559 A KR1020070026559 A KR 1020070026559A KR 20070026559 A KR20070026559 A KR 20070026559A KR 20080085290 A KR20080085290 A KR 20080085290A
Authority
KR
South Korea
Prior art keywords
module
information
sensor
vehicle
control
Prior art date
Application number
KR1020070026559A
Other languages
Korean (ko)
Inventor
이두형
Original Assignee
현대모비스 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대모비스 주식회사 filed Critical 현대모비스 주식회사
Priority to KR1020070026559A priority Critical patent/KR20080085290A/en
Publication of KR20080085290A publication Critical patent/KR20080085290A/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0514—Wheel angle detection
    • B60G2400/05144—Wheel toe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

The present invention relates to a tow control method of an active control rear wheel suspension for a vehicle, wherein a slippery road condition and a slippery road condition using a change in pressure or a motor torque of a power steering device when the tow angle of an active control rear wheel suspension (AGSC) is controlled. After determining this, the toe angle of the rear tires is controlled by varying the method according to the non-slip road condition and the slippery road condition, so that the vehicle always has good response and stability regardless of the road condition. There will be features to do.

Description

Toe control method for active geometry control rear suspension in vehicle

1 is a configuration diagram of a tow control apparatus for a vehicle active control rear wheel suspension according to the present invention;

2 is a flowchart of a tow control method for an active control rear wheel suspension for a vehicle according to the present invention.

    <Description of the symbols for the main parts of the drawings>

1 sensor assembly 2 steering angle sensor

3: vehicle speed sensor 4: throttle sensor

6: controller

6a: arithmetic module 6b: control amount determination module

6c: output module 6d: sub operation module

7: Actuating assembly 8,8 ': motor

9,9 ': Drive sensor 10: Steering device judgment sensor

W: Wheel

The present invention relates to an active control rear wheel suspension for a vehicle, and more particularly, to a method in which the active control rear wheel suspension optimally controls the tow according to a slippery or non-slip road condition.

In general, as a means for absorbing the vibration generated from the road surface while the vehicle is driving, it primarily acts to alleviate large vibrations transmitted through the wheels and to alleviate the vibration and ride comfort of the vehicle. Suspension device is installed to make good.

In addition, this suspension system is mainly used for sudden oversteer due to the toe angle that changes depending on the driving conditions so that the front and rear wheels can satisfy the basic condition that the steering and stability of the vehicle must be secured. Understeer facilitates understeer and improves straight / braking stability as well as turning stability at the same time.

As an example, an AGCS (Active Geometry Control System) is used, which is a device that improves vehicle stability by adjusting a toe angle according to a steering angle and a steering angular velocity. The AGCS uses an electrically operated actuator to provide geometry of a rear suspension. By changing the geometry and consequently, when turning, the roll steer is increased, which greatly improves the handling performance of the vehicle.

In other words, the amount of roll steer (i.e. Toe In) on the rear outer ring during turning is generated much more than when the AGCS is not operating, so that the rear cornering force during turning Increase the steering characteristics to understeer to improve handling performance. For example, the AGCS system calculates the steering angular velocity through the steering angle sensor and the vehicle speed through the vehicle speed sensor with the ECU and then the rear toe value. Will be determined and controlled.

In addition, since the shaking occurs in the vehicle when the driver releases the accelerator pedal while driving, a control function through a signal depending on whether the accelerator pedal is operated is included.

However, these AGCS systems are able to perform well enough for all conditions when driving on level grounds, while the control performance is poor on climbs (uphills or downhills) or on slippery roads. Also, even when driving downhill or slippery roads, only the steering angular speed and the vehicle speed are considered, so that there is a limit that can be controlled to the same value.

As a result, on a slippery road, the rear wheel toe angle must be controlled in the opposite direction (reverse phase) of the front wheel for better steering response when the steering wheel is bent, but the current AGCS system can recognize slippery road conditions. It is impossible to make a decision because there is no method. Therefore, when calculating the stroke of the actuator for adjusting the toe angle, only the steering angular velocity and the vehicle speed are taken into account.

Accordingly, the present invention has been made in view of the above, and after grasping the sliding state of the driving road using the hydraulic change (torque change of the motor) of the hydraulic power steering device when calculating the toe angle control of the AGCS system, the slippery road Considering the reduction of turning force due to turning, the rear wheel toe angle is controlled in the opposite direction to the steering direction of the front wheel (reverse phase), so that it is in the same direction as the steering direction of the front wheel. The purpose of this is to prevent the vehicle from turning when controlling the rear wheel toe angle.

The present invention for achieving the above object, the tow control method of the vehicle active control rear wheel suspension device is a vehicle of the vehicle being driven, along with the information measured by the steering angle sensor, the vehicle speed sensor and the throttle sensor Inputting information about a pressure change of the power steering device into a controller;

Calculating information of a steering angle sensor, a vehicle speed sensor, and a throttle sensor in a main calculation module of the controller, and calculating whether the pressure change of the power steering device is a large value by comparing a reference value in a sub calculation module separately from the main calculation module; ;

In the control amount determination module for transmitting the toe angle control value calculated using the information of the main operation module and the sub operation module to the output module, the control amount determination module is slippery depending on whether the reference value for the pressure change of the power steering device calculated in the sub operation module is exceeded. After classifying the road condition and the non-slip road condition, calculating a tow angle control value;

Driving the motor of the actuating assembly through the output module to control and implement the toe angles of the rear wheels according to slippery road conditions and non-slip road conditions;

Sensing the operation state of the motor of the actuating assembly through a drive detection sensor and feeding back to the controller;

The main operation module of the controller receiving the operation information of the actuating assembly recalculates the measured information through the steering angle sensor, the vehicle speed sensor, and the throttle sensor, and also the information on the pressure change of the power steering device in the sub operation module. Recalculating a tow angle control value using information of the main arithmetic module and the sub arithmetic module;

Readjusting the toe angle of the wheel while repeatedly driving the actuating assembly through the output module using the toe angle control value recalculated by the control amount determination module;

Characterized in that performed.

The information input to the sub-computation module is a torque change of the motor when the electronic control steering system (EPS) is used.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram of a tow control device for an active control rear wheel suspension for a vehicle according to the present invention. The tow control device for an active control rear wheel suspension (AGCS) according to the present invention provides information on a driving vehicle. By using the driving force of the sensor 6 to measure, the controller 6 which generates a control signal using the information input from the sensor assembly 1, and the actuator driven by the control of the controller 6, It consists of an actuating assembly 7 which pulls the carrier provided in the right wheel W inward or pushes it outward to control the toe angle.

The sensor assembly 1 includes a steering angle sensor 2 for measuring a steering angle of a steering wheel operated by a driver, a vehicle speed sensor 3 for measuring a vehicle speed of a driving vehicle, and a throttle opening amount during driving. It consists of a throttle sensor (4) for measuring the.

In addition, drive detection sensors 9 and 9 'are further provided to detect an operation degree of the actuating assembly 7 driven under the control of the controller 6, and the drive detection sensors 9 and 9'. Under the control of the controller 6 uses a limit switch for detecting the driving state of the motor (8, 8 ') of the actuator assembly (7) mounted on the left and right wheel (W). .

In addition, the controller 6 includes a main operation module 6a for receiving signal values of the sensor assembly 1 and the driving detection sensors 9 and 9 'as shown in FIG. The control amount determination module 6b for calculating the Toe Angle adjustment value using the calculated calculation value of the module 6a and the actuating assembly 7 using the control value calculated in the control amount determination module 6b. It consists of an output module 6c which calculates the stroke of.

Here, the main calculation module 6a may include a steering angle change rate calculation block that calculates a steering wheel manipulation degree of the vehicle in operation according to a measurement value input through the steering angle sensor 2 constituting the sensor assembly 1, and a vehicle speed sensor ( 3) a vehicle speed calculation block that calculates the vehicle speed of the vehicle being driven according to the measured value input through 3) and an auxiliary signal which calculates the degree of throttle opening of the vehicle being driven according to the measured value input through the throttle sensor 4 and uses it as an auxiliary signal It consists of a signal operation block.

In addition, the main operation module 6a has an actuator operated according to a signal value of the drive detection sensors 9 and 9 'to calculate the positions of the motors 8 and 8' constituting the actuating assembly 7. The motor position calculation block is further provided to receive information about the setting assembly 7.

In addition, the controller 6 includes a sub operation module 6d for differently controlling the toe angle of the wheel W when driving on a slippery road, and the sub operation module 6d includes oil generated by the hydraulic steering device. The steering apparatus determination sensor 10 receives a signal from the steering apparatus determination sensor 10 for measuring a change in the pressure value of the controller, and when the signal of the steering apparatus determination sensor 10 is input, the control amount determination module 6b is input to the main calculation module 6a. The toe angle adjustment value is then calculated.

That is, the steering apparatus determination sensor 10 is somewhat different depending on the steering apparatus. For example, in the case of the hydraulic power steering apparatus, the steering apparatus determination sensor 10 is a pressure sensor to measure the hydraulic pressure, which is the hydraulic power. In the steering system, when the vehicle is steered according to the road condition, the pressure of the hydraulic system is higher for the slippery road and the pressure is changed in proportion to the vehicle speed under the same road condition.

Accordingly, when the vehicle equipped with the hydraulic power steering device runs on a slippery road, the toe control of the active control rear wheel suspension (AGCS) is performed by steering the front tire with a measurement value through a pressure sensor that is the steering device determination sensor 10. By controlling the toe angle of the rear tires in a different direction (reverse phase), the vehicle's responsiveness and stability are improved.

The same applies to the electro-hydraulic power steering (EHPS).

On the other hand, as the electronically controlled steering system (EPS) uses an electric motor, the steering system determination sensor 10 uses a torque sensor instead of a pressure sensor. The torque change that the auxiliary electric motor depends on the road condition can be used to identify the road condition, and the torque change value of the motor can be used in a direction different from the steering direction of the front tire in the slippery road condition (reverse phase). The toe angle of the rear tires is controlled to improve the responsiveness and stability of the vehicle.

The actuating assembly 7 is a motor 8, 8 ′ driven under the control of the controller 6, and a limit switch sensing a driving state of the motor 8, 8 ′. The configuration of controlling the toe angle of the wheel W according to the driving of the motors 8 and 8 'is a common component of the AGCS (Active Geometry Control Suspension), for example, a shock absorber and a control arm. In addition to the assist arm that pulls the carrier (or knuckle) to be fastened inward or outward, a control lever for manipulating the assist arm is provided.

Hereinafter, the operation of the present invention will be described in detail with reference to the accompanying drawings.

According to the present invention, the toe control method of the active control rear suspension (AGSC) can control the toe angle of the rear tire while varying the method according to the road conditions, that is, the non-slip road conditions and the slippery road conditions. Therefore, there is a characteristic that can improve the responsiveness and stability of the vehicle at all times regardless of road conditions.

The non-slip road condition among the tow control methods is the same as the tow control method of the conventional active control rear wheel suspension (AGSC). Thus, referring to FIG. 1, the left and right wheels may be used to maintain a stable driving state. In order to adjust the toe angle of W), the controller 6 receives information obtained from the steering angle sensor 2, the vehicle speed sensor 3, and the throttle sensor 4 constituting the sensor assembly 1.

Subsequently, the controller 6 calculates the stroke of the actuating assembly 7 using the information input through the sensor assembly 1, which is the main operation module 6a of the controller 6. When the information of the sensor assembly 1 is calculated through, the toe angle adjustment value is calculated while sequentially passing through the control amount determining module 6b and the output module 6c.

When the stroke of the actuating assembly 7 is calculated through the controller 6 as described above, the controller 6 drives and assists the motors 8 and 9 'of the actuating assembly 7. By using the control lever for operating the arm, the toe angle of the left and right wheels W is changed to maintain a stable running state.

After the control of the tow angle of the wheel W, the controller 6 receives a feedback of the result of the tow angle, which is driven to the motors 8 and 9 'of the actuating assembly 7. The information detected by the driving detection sensors 9 and 9 'which is a limit switch is used.

That is, when the information measured by the drive detection sensors 9 and 9 'is calculated by the main calculation module 6a of the controller 6 and then input to the control amount determining module 6b, the control amount determining module 6b. After comparing and recalculating the control amount with the recalculated control amount using the information inputted again through the sensor assembly 1, the optimum control amount is recalculated, and then the motor of the actuating assembly 7 is passed through the output module 6c. 8, 9 ') to readjust the toe angle of the wheel (W).

Such repeated toe angle adjustment of the wheels W is repeatedly performed by the controller 6 until the vehicle is completed turning or the bump / rebound is released.

On the other hand, when the vehicle is driving on a slippery road, when the information through the steering device determination sensor 10 together with the information through the sensor assembly 1 is input to the controller 6 together, the controller 6 is connected to the vehicle. It is judged as bump / rebound or turning while driving on a slippery road.

The determination of the slippery road driving is based on the signal of the steering apparatus determination sensor 10, that is, the pressure value that appears higher on a slippery road such as a hydraulic power steering device or an electro-hydraulic power steering device (EHPS), or electronic control. In the electric steering system (EPS), it can be known from the torque change value of the motor depending on the road condition.

That is, when driving on a slippery road, as shown in FIGS. 1 and 2, when the information through the steering apparatus determination sensor 10 is input to the controller 6 together with the information through the sensor assembly 1, As described above, after the information of the sensor assembly 1 is calculated through the main calculation module 6a, and the information (pressure or torque) of the steering apparatus determination sensor 10 is calculated through the sub calculation module 6d, These arithmetic values are transmitted to the control amount determination module 6b.

In this case, as shown in FIG. 2, when the information of the steering apparatus determination sensor 10 is pressure, the sub calculating module 6d calculates whether the measured pressure is greater than the reference pressure, and then determines the control amount. Transfer to module 6b.

Subsequently, the control amount determination module 6b preferentially considers the information of the sub arithmetic module 6d, that is, if the information calculated by the sub arithmetic module 6d is larger than a reference value, the control amount determination module 6b is based on the main arithmetic module 6a. In calculating the toe angle adjustment value, the toe angle for causing the rear wheel tire to move in the reverse phase in a different direction with respect to the steering direction of the front wheel tire is calculated.

In this case, when the information of the sub operation module 6d input to the control amount determination module 6b is not a slippery road condition, that is, the information calculated by the sub operation module 6d is smaller than the reference value, it is ignored. As described above, the toe angle adjustment value is calculated based only on the information calculated by the main calculation module 6a.

The tow control value calculated by the control amount determination module 6b is transmitted to the output module 6c in the slippery road condition determined based on the information of the steering apparatus determination sensor 10, and the output module 6c is actuated. The rear left and right wheels W steer the front wheels as the tow angles of the rear left and right wheels W are changed by driving the motors 8, 9 ′ of the mounting assembly 7. It is formed out of phase with respect to the direction, making the vehicle responsive and stable on slippery roads.

In addition, in the process of controlling the tow angle of the wheel W, the controller 6 receives a feedback of the result of the tow angle, which is the motor 8 of the actuating assembly 7 as described above. 9 ') using the information detected by the driving detection sensors 9 and 9' which are the limit switches.

That is, when the information measured by the drive detection sensors 9 and 9 'is calculated by the main calculation module 6a of the controller 6 and then input to the control amount determining module 6b, the control amount determining module 6b. After comparing and recalculating the control amount with the recalculated control amount using the information inputted again through the sensor assembly 1, the optimum control amount is recalculated, and then the motor of the actuating assembly 7 is passed through the output module 6c. 8, 9 ') to readjust the toe angle of the wheel (W).

Such repeated toe angle adjustment of the wheels W is repeatedly performed by the controller 6 until the vehicle completes turning or releases the bump / rebound.

As described above, according to the present invention, by using the information of the power steering device in which the pressure and the motor torque change according to the slippery degree of the driving road during the control of the rear wheel toe angle of the active control suspension (AGCS), After determining that it is not slippery or slippery, it is possible to control the toe angle of the rear tire by varying the method according to the non-slip road condition and the slippery road condition, so that the vehicle always responds regardless of the road condition. This will have the effect of improving performance and stability and improving driver convenience.

Claims (2)

In addition to the information measured by the steering angle sensor 2, the vehicle speed sensor 3, and the throttle sensor 4, the information on the pressure change of the power steering device of the driving vehicle is displayed. Input to; The information of the steering angle sensor 2, the vehicle speed sensor 3, and the throttle sensor 4 is calculated by the main calculation module 6a of the controller 6, and the pressure of the power steering device is separated from the main calculation module 6a. Comparing the change in the sub operation module 6d with a reference value to calculate whether the change is a large value; In the control amount determination module 6b for transmitting the tow angle control value calculated using the information of the main arithmetic module 6a and the sub arithmetic module 6d to the output module 6c, the sub arithmetic module 6d is calculated. Calculating a tow angle control value after classifying into a slippery road condition and a non-slip road condition according to whether the reference value for the pressure change of the power steering device is exceeded; Driving the motors (8,8 ') of the actuating assembly (7) through the output module (6c) so that the toe angles of the rear wheels are controlled and implemented according to slippery road conditions and non-slip road conditions; Sensing the operating state of the motors 8 and 8 'of the actuating assembly 7 through drive detection sensors 9 and 9' and feeding back to the controller 6; The main operation module 6a of the controller 6, which has received the operation information of the actuating assembly 7, measures the information measured by the steering angle sensor 2, the vehicle speed sensor 3, and the throttle sensor 4. In addition, the sub calculation module 6d also recalculates the information on the pressure change of the power steering device, and uses the information of the main calculation module 6a and the sub calculation module 6d to reconstruct the tow angle control value. Calculating; The tow angle of the wheel W is readjusted while the actuator assembly 7 is repeatedly driven through the output module 6c using the toe angle control value recalculated by the control amount determination module 6b. step; Tow control method of an active control rear wheel suspension for a vehicle performed by. The toe control method for an active vehicle rear wheel suspension according to claim 1, wherein the information input to the sub operation module (6d) is a change in torque of a motor.
KR1020070026559A 2007-03-19 2007-03-19 Toe control method for active geometry control rear suspension in vehicle KR20080085290A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020070026559A KR20080085290A (en) 2007-03-19 2007-03-19 Toe control method for active geometry control rear suspension in vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020070026559A KR20080085290A (en) 2007-03-19 2007-03-19 Toe control method for active geometry control rear suspension in vehicle

Publications (1)

Publication Number Publication Date
KR20080085290A true KR20080085290A (en) 2008-09-24

Family

ID=40025042

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020070026559A KR20080085290A (en) 2007-03-19 2007-03-19 Toe control method for active geometry control rear suspension in vehicle

Country Status (1)

Country Link
KR (1) KR20080085290A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101238766B1 (en) * 2010-12-31 2013-03-04 주식회사 인팩 Toe control apparatus for active geometry control suspension in vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101238766B1 (en) * 2010-12-31 2013-03-04 주식회사 인팩 Toe control apparatus for active geometry control suspension in vehicle

Similar Documents

Publication Publication Date Title
US7497525B2 (en) Roll-related reactive system
US9079602B2 (en) Steering system and steering control apparatus
US7715963B2 (en) Stabilizer control apparatus
US6411876B1 (en) Rear steering control with longitudinal shift in Ackerman center
WO2019130743A1 (en) Brake device for saddle-type vehicles
JP2007326560A (en) Steering control method
US11090996B2 (en) Suspension control system for vehicle
US11104199B2 (en) Suspension control system for vehicle
US20120179333A1 (en) Method for Influencing the Steering Torque in a Vehicle Steering System
CN110290949B (en) Suspension control device and suspension device
JP4363118B2 (en) Road surface state determination method and road surface state determination device
JP2006240386A (en) Vehicle behavior control device
KR20090100846A (en) Electronic stability program system and controlling method of the same
KR20130056426A (en) Control apparatus and method for steering force according to road surface state
US7831353B1 (en) Vehicle control system and method of controlling a vehicle system
JP2008544926A (en) Method and system for preventing rolling of vehicle and corresponding vehicle
KR20080085290A (en) Toe control method for active geometry control rear suspension in vehicle
JP5144289B2 (en) Control device for damping force variable damper
JP5460325B2 (en) A device for correcting the course of an automobile, comprising: first means for selectively braking the wheel; and second means for turning the rear wheel.
KR100880110B1 (en) Fault detection method of active geometry control suspension
KR100535306B1 (en) Method for regulating active geometry control suspension in car
KR101297961B1 (en) Toe control apparatus for active geometry control rear suspension in vehicle and control method thereof
JP5068638B2 (en) Vehicle rear wheel toe angle control device and rear wheel toe angle control method
KR101280080B1 (en) Method And Active Front Steering for Applying Variable Gear Ratio According to State of Vehicle
KR20080093260A (en) Chassis integrated control method using active geometry control rear suspension in vehicle

Legal Events

Date Code Title Description
WITN Withdrawal due to no request for examination