KR20190072206A - Preemptive Response type Chassis Integration Control Method and Vehicle thereof - Google Patents

Abstract

According to the present invention, a preemptive response type chassis integration control method is applied to a vehicle (1), and responds to road entry by applying compensation control of oversteering and understeering tendency predicted on road curvature and longitudinal inclination confirmed by a stereo camera (5) added to a vehicle sensor. Therefore, when a vehicle is driven on a longitudinal inclined road, a feeling of a driver, generated with chassis integration control is weakened with a preemptive response, and in particular, the chassis integration control can be applied to a lane keeping assist system (LKAS), highway driving assist (HAD), and smart cruise control (SCC).

Description

TECHNICAL FIELD [0001] The present invention relates to a chassis-integrated control method and a vehicle,

The present invention relates to a chassis integrated control, and more particularly to a vehicle capable of implementing chassis integrated control in which a compensation control amount is calculated in advance for a predicted tendency of an oversteer / understeer.

In general, the integrated control of the chassis of the vehicle incorporates Electronic Stability Control (ECS), in which an electronic control suspension (ECS) in which front and rear damper control is performed and a torque vectoring control (Torque Vectoring Control) .

Therefore, the integrated control of the chassis greatly improves Riding and Handling (R & H) performance with optimizing the vehicle stability with the synergy effect of individual control compared to individual control by the coordinated control of ECS and ESC.

Korean Patent Publication No. 10-2016-0035473 (Mar. 31, 2016)

However, the chassis integrated control is a post-occurrence countermeasure method that compensates and controls the tendency of the oversteer / understeer generated at the inclination angle or turning.

As a result, the over-steering tendency or the under-steering tendency is inevitably recognized by the driver, and in particular, the chassis integrated control is not applied to other advanced systems applied to the advanced vehicle performance.

For example, the advanced system includes a stereo camera system, a Lane Keeping Assist System, a Highway Driving Assist system, and a Smart Cruse Control system.

The stereo camera system detects a pattern at a specific position in one of two images and a position of the other image data and extracts a disparity between two positions to thereby detect a disparity between the camera and the actual position of the pattern And implements the function of photographing the image used to directly calculate the distance value of the distance. The LKAS detects a lane and detects a driving state of the vehicle, thereby implementing lane keeping control or warning of lane departure so that the vehicle does not depart from the detected lane. The HAD implements a function of hybridizing the inter-vehicle distance control function, the lane keeping function, and the navigation information.

In view of the above, the present invention estimates the oversteer / understeer tendency for the front road by utilizing the image information of the stereo camera added to the sensor information, so that the compensation control for the posture stabilization can be performed in advance In particular, it is an object of the present invention to provide a chassis-integrated control method and a vehicle that can preemptively respond to a driver's feeling that can be generated by chassis-integrated control.

According to another aspect of the present invention, there is provided a chassis-integrated control method for a pre-emptive system, the method comprising: when a oversteer and an understeer tendency of a vehicle with respect to a road are predicted by a handling integration controller, .

In a preferred embodiment, the handling integration controller is configured such that the road condition is applied to the prediction of the oversteer and the understeer tendency, the road classification is made by the road surface and the inclination, the ECS damper of the shock- And performing the compensation control with the control amount.

In a preferred embodiment, the road condition includes the road curvature obtained from the video signal of the stereo camera together with the vehicle information, and the road curvature is applied to the oversteer and the understeer tendency prediction. The vehicle information includes an acceleration, a steering angle, and a steering angle velocity.

As a preferred embodiment, the step of road classification is performed in a step of performing longitudinal gradient verification, a step of dividing the slope road into the flat road, and a step of confirming the slope road in the running state of the vehicle.

As a preferred embodiment, in the road classification step, the running state is acceleration or deceleration of the vehicle, and the acceleration is determined as an intersection image signal of an Accelerator Position Scope (APS), a vehicle speed, and the stereo camera, A cylinder pressure, a brake signal, a vehicle speed, and the intersection image signal of the stereo camera.

In a preferred embodiment, the acceleration is determined when the APS is greater than or equal to a predetermined value and the intersection point of the intersection image signal is positioned higher than the reference line, and the velocity is equal to or greater than a predetermined reference value. The deceleration is determined when the master cylinder pressure is equal to or greater than a predetermined value, the braking signal is a braking signal flag, and the speed is less than or equal to a set reference value in a state where an intersection point of the intersection image signal is positioned lower than a reference line.

In a preferred embodiment, the shock absorber damping force adjustment is performed for each of the front left, right shock absorber, rear left, and right shock absorber. The damping force of the front left and right shock absorbers is HARD, while the damping forces of the rear left and right shock absorbers are SOFT, and the compensation control for the oversteer tendency prediction is performed. The damping force of the front left and right shock absorbers is SOFT while the damping forces of the rear left and right shock absorbers are HARD to perform the compensation control for the oversteer tendency prediction.

According to another aspect of the present invention, there is provided a vehicle comprising: a stereo camera in which a video signal of a front road in a vehicle traveling direction is used for calculating a road curvature of the front road; Wherein the oversteer and understeer tendency prediction is performed from the road curvature and the vehicle sensor information to check the road curvature and the longitudinal gradient of the road ahead, A handling integration controller corresponding to a road entry, to which a compensation control is applied in advance for each of a flat road and an inclination road divided by the longitudinal inclination of the road; And an electronically controlled shock absorber for adjusting the damping force by the compensation control.

In a preferred embodiment, the handling integration controller includes a longitudinal gradient determination module for determining longitudinal gradient of the front road, an acceleration situation determination module for determining that the vehicle speed change is accelerated, a deceleration state A determination module, and a final longitudinal gradient determination module that determines the longitudinal gradient based on the acceleration or deceleration as a flat road surface. Wherein the longitudinal gradient determining module processes the yaw rate, the lateral acceleration, the longitudinal acceleration, the longitudinal vehicle speed, and the lateral vehicle speed as input data for the longitudinal tilt determination, The vehicle speed and the video signal as input data, and the deceleration situation determination module processes the brake master cylinder pressure, the brake signal, the vehicle speed, and the video signal as input data for the deceleration determination.

In a preferred embodiment, the electronically controlled shock absorber is divided into front wheel left and right shock absorbers, rear wheel left and right shock absorbers, respectively; The damping control is performed by the SOFT damping force of the front left and right shock absorbers and the HARD damping force of the rear left and right shock absorbers during the compensation control of the understeer tendency prediction; The damping control is performed by the HARD damping force of the front left and right shock absorbers and the SOFT damping force of the rear left and right shock absorbers during the compensation control of the oversteer tendency prediction.

In a preferred embodiment, the handling integration controller is associated with an ECS that controls the electronically controlled shock absorber and an ESC that performs torque vectoring control.

The vehicle of the present invention has the following advantages and effects by implementing the pre-emptive chassis integrated control.

First, it responds to the road entry by the compensation control of the oversteer tendency and the understeer tendency predicted in advance. Second, it is distinguished from the existing post-generation chassis integration control by integrated chassis control strategy and control according to pre-predicted oversteer / understeer tendency by information of vehicle sensor and stereo camera. Third, the front / rear wheel damping force of the ECS is adjusted before entering the front road with the longitudinal inclination angle in the handling situation. Fourth, the understeer or oversteering of the vehicle passing through the longitudinal road slope road is controlled in advance by adjusting the front / rear wheel damping force of the preliminary ECS. Fifth, pre - emptive understeer or oversteer control not only avoids the riding feeling of the vehicle passing through the longitudinal road slope road, but also maximizes the turning escape effect. Sixth, it is possible to link LKAS, HDA, and SCC as well as ESC with stereo camera, thereby realizing more advanced chassis integrated control technology.

FIG. 1 is a flowchart of a pre-emptive chassis integrated control method according to the present invention, FIG. 2 is an example of a vehicle in which a pre-emptive chassis integrated control according to the present invention is implemented, Fig. 4 is an example of a longitudinally inclined road surface judgment by the longitudinally inclination judging module of the handling integration controller according to the present invention, and Fig. 5 is a view showing an example of the acceleration state judgment 6 is an example of a longitudinally inclined road surface signal output by the final longitudinal gradient determining module of the steering integrated controller according to the present invention. 7 is a state in which the vehicle is over-steering compensated by the chassis-integrated control system according to the pre-emption method according to the present invention, and Fig. An under-steering compensation control state of the vehicle comprising the integration control.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

 1, the chassis-integrated control method corresponding to the pre-emption system includes OS / US trend prediction steps S10 to S30, road gradient classification step S40, road gradient confirmation steps S50, S51, S52, S52-1), road surface determination steps (S60-1, S60-2), and compensation control steps (S70 to S90) for chassis integration control.

For example, the tendency of OS (oversteer) / US (understeer) of the vehicle is predicted using the in-vehicle sensor and the stereo camera in the OS / US trend prediction steps S10 to S30. In the road inclination classifying step S40, the longitudinal inclination of the front road is determined by the vehicle information. In the road inclination confirmation step (S50, S51, S51-1, S52, S52-1), whether the longitudinal gradient of the front road is due to the vehicle running state (for example, acceleration or deceleration) is checked again. In the compensation control steps S70 to S90, a flat road on which the OS compensation control and the US compensation control are combined and an inclination road on which the OS compensation control is performed in accordance with the vehicle stabilization priority are performed.

Therefore, the above-mentioned pre-emptive chassis integrated control method lowers the driver's perception of the vehicle control feeling by eliminating the limitation of the integrated control of the chassis after the existing generation by the integrated control of the chassis before the generation, . As a result, the pre-emptive chassis integrated control method greatly improves the merchantability of advanced system equipped vehicles such as a stereo camera system, LKAS, HAD, SCC,

2, the vehicle 1 includes an electronically controlled shock absorber (not shown) divided into front left and right shock absorbers 2-1a and 2-1b and rear left and right shock absorbers 2-2a and 2-2b 2, an ECS 3 for controlling the damping force by controlling the damper amount, a stereo camera 5 installed toward the front of the vehicle for capturing image information of the front road, and an ESC (Torque Vector Control) A handling integration controller 10 for performing pre-occurrence countermeasure chassis integrated control on the predicted oversteer / understeer tendency of the vehicle 10 by individual control or cooperative control of the ECS 3 and the ESC 7, ).

For example, each of the shock absorber 2, the ECS 3, the stereo camera 5, and the ESC 7 operates and functions in the same manner as the components of an existing vehicle. However, the ECS 3 and the ESC 7 are operated in association with the handling integration controller 10, and in particular, the ECS 3 may include the function of the handling integration controller 10.

In one example, the handling integration controller 10 processes vehicle information, stereo camera information, vehicle sensor information, and the like as input data, and communicates with each of the ECS 3 and the ESC 7 in a network to communicate with each other 1 and the ECS 3 in the US and OS control of the ESC 7 or restricts the control of the ESC 7. Therefore, the handling integration controller 10 is preferably configured as a single control unit, but it can be included in the function of the ECS 3 when necessary.

3, the handling integration controller 10 includes a longitudinal gradient determination module 11, an acceleration status determination module 13, a deceleration status determination module 15, and a final longitudinal gradient determination module 17 do.

For example, the longitudinal gradient determination module 11 processes the longitudinal gradient sensor signal 11-1 as input data to determine longitudinal gradient of the road on which the vehicle 1 travels. The acceleration state determination module 13 processes the acceleration state determination sensor signal 13-1 as input data to determine the acceleration state of the vehicle 1. [ The deceleration situation determination module 15 processes the deceleration situation determination sensor signal 15-1 as input data to determine the deceleration state of the vehicle 1. [ The final longitudinal gradient determination module 17 processes the longitudinal gradient determination signal, the acceleration state determination signal, and the deceleration state determination signal as input data to make a final longitudinal gradient determination in which an error has been eliminated, The determination is classified into a longitudinally inclined road surface judgment using the acceleration / deceleration condition of the vehicle and a flat road surface judgment without applying the acceleration / deceleration condition of the vehicle.

In particular, the longitudinal gradient determination sensor signal includes the yaw rate of the vehicle 1, the lateral / longitudinal speed of the vehicle 1, the longitudinal / lateral vehicle speed of the vehicle 1, and the like. The acceleration situation determination sensor signal includes an accelerator pedal sensor (APS) of an accelerator pedal, a vehicle speed of the vehicle 1, a video signal of the stereo camera 5, and the like. The deceleration condition determination sensor signal includes a brake master cylinder pressure, a brake signal, a vehicle speed of the vehicle 1, a video signal of the stereo camera 5, and the like.

Hereinafter, the pre-emptive chassis integrated control method will be described in detail with reference to FIG. 2 to FIG. In this case, the control subject is the handling integration controller 10 in which the control signal output is performed, and the ECS 3 and the ESC 7 associated therewith, and is described as the handling integration controller 10 in the explanation. The control object is the shock absorbers 2-1a, 2-1b, 2-2a and 2-2b, which are respectively mounted on the front and rear wheels of the vehicle 1 and whose damping force is controlled by the damper amount control of the ECS 3, 7) in which the torque vectoring is distributed.

The handling integration controller 10 for the OS / US trend prediction steps S10 to S30 performed at the time of vehicle traveling is divided into the driving vehicle information detection step of S10, the traveling road information detection step of S20, and the OS / US trend determination step of S30 do.

Referring to Fig. 2, the handling integration controller 10 processes the vehicle detection value as input data for detecting driving vehicle information at S10, and processes the image information as input data for detecting the running road information at S20. The vehicle detection value includes a vehicle speed detected by a vehicle mounted sensor, a steering angle, a steering angle velocity, a lateral / longitudinal acceleration, a lateral / longitudinal vehicle speed, an APS (Accelerator Position Scope), a vehicle speed, a brake master cylinder pressure And so on. The image information is information such as road curvature, intersection point, etc. calculated / calculated from the image signal captured by the stereo camera. The steering integrated controller 10 then determines whether or not the current driving state of the vehicle 1 that intends to enter the front road having the road curvature calculated by the stereo camera (i.e., the vehicle speed / steering angle / steering angle based on the driver vehicle operation detected by the vehicle- (Understeer) tendency or OS (overstop) tendency. In this case, the handling integration controller 10 can improve the accuracy by comparing the road curvature information calculated by the video signal of the stereo camera with the detected value of the actual vehicle behavior. Here, the " comparison " Means the magnitude of the contrast steering angle or the magnitude of the steering angle velocity.

As a result, the handling integration controller 10 returns to S10 if the US / OS tendency is not predicted in the current running state of the vehicle 1, but enters the road inclination discrimination step S40 if the US / OS tendency is predicted .

For the road inclination step S40, the handling integration controller 10 uses longitudinal / transverse vehicle speed, yaw rate, and longitudinal / lateral acceleration for longitudinally inclined road surface judgment of the front road on which the US / OS tendency is predicted.

Referring to Fig. 4, the longitudinal gradient determining module 11 calculates yaw rate, lateral acceleration, longitudinal velocity, longitudinal vehicle velocity Vx, and lateral vehicle velocity Vy as the longitudinal gradient sensor signal 11-1 The following equation for estimating the longitudinal inclination angle is applied. In this case, the longitudinal inclination estimation equation is a standardized formula applied to the road gradient.

Estimation of vertical inclination angle:

Here, Gradient [%] is the longitudinal tilt angle, Vx / Vy is the longitudinal / transverse speed, r is the radius, αx is the lateral acceleration, and g is the gravitational acceleration.

From this, the longitudinal gradient determining module 11 outputs the longitudinal tilt angle signal a calculated from the gradient [%]. As a result, the handling integration controller 10 performs a road inclination confirmation step (S50, S51, S51-1, S52) to ascertain whether the front road with the curvature of the road is an actual longitudinally inclined road surface when the longitudinal inclination signal , S52-1).

The handling integration controller 10 for the road inclination confirmation steps S50, S51, S51-1, S52, and S52-1 determines whether or not the longitudinally inclined road surface confirmation step of S50, the vehicle acceleration application step of S51, An acceleration determination step, a vehicle deceleration application step of S52, and a deceleration determination step of S52-1. As described above, longitudinally inclined road surface confirmation is made in the acceleration / deceleration state in the handling integration controller 10 because the longitudinal inclination angle value estimated due to the differential calculation of the vehicle speed at the time of rapid acceleration / deceleration is largely calculated, It is possible to prevent a case where the road surface is misidentified as a road surface having a directional inclination.

Referring to the acceleration state determination module 13 of FIG. 5 for the acceleration determination in S50, S51 and S51-1, the acceleration state determination module 13 outputs the APS, vehicle speed, and video signal to the acceleration situation determination sensor signal 13- 1), the acceleration signal (b) is output at the time of acceleration (and rapid acceleration) determined, while the acceleration state determination at the time of non-acceleration determination is terminated.

For example, the acceleration situation determination is made when the APS signal is above a predetermined value and the intersection of the road is located higher than the reference line in the photographed image input by the video signal and the speed of the vehicle is higher than the set reference value. In this case, the state where the intersection point is positioned higher than the reference line can be applied in a state in which the intersection point is maintained for a predetermined time or more. In addition, the intersection baseline and the speed reference value can be given as setting values, respectively. On the other hand, when the APS signal sensor falls below the reference value, or when the vehicle speed falls below the reference value, or when the intersection point exists at a predetermined position for a predetermined time or longer in the captured image, it is flat. In this case, the state where the intersection point is located at a constant position can be applied in a state in which the intersection point is maintained for a predetermined time or more. As a result, the acceleration state determination module 13 generates the acceleration state determination result as the acceleration signal output (b).

Referring to the deceleration situation determination module 15 of Fig. 5 for deciding the deceleration of S50, S52, and S52-1, the deceleration situation determination module 15 sets the brake master cylinder pressure, brake signal, vehicle speed, Deceleration signal c is output upon deceleration (and rapid deceleration) determined as the determination sensor signal 15-1 while deceleration state determination is terminated upon deceleration deceleration determination.

For example, when the master cylinder pressure is higher than a predetermined value, the brake signal is a braking flag signal (e.g., Flag with BrakeAct = 1), and the intersection point of the photographed image is positioned lower than the reference line, Is equal to or less than the set reference value, the deceleration state is determined. In this case, the state where the intersection point is positioned lower than the reference line can be applied in a state in which the intersection point is maintained for a predetermined time or more. On the other hand, when the master cylinder pressure falls below the reference value, or when the vehicle speed falls below the reference value, or when the intersection point exists at a constant position in the photographed image, the deceleration determination is terminated because the vehicle is level. In this case, the state where the intersection point is located at a constant position can be applied in a state in which the intersection point is maintained for a predetermined time or more. As a result, the deceleration situation determination module 15 generates the deceleration situation determination result as the deceleration signal output (c).

The handling integration controller 10 divides the road surface determination step (S60-1, S60-2) into a flat road determination in step S60-1 and a determination based on an inclination in step S60-2. The flat road determination in S60-1 is a case in which the road surface is not a transversely inclined road surface in S40, a case in which the acceleration state is not in S51-1, or a case in which the deceleration situation is not in S52-1. The determination of the inclination of step S60-2 is a case in which the vehicle is in an accelerating state in step S51-1 or a decelerating situation in step S52-1 in step S40.

6, the final longitudinal gradient determination module 17 receives the vertical gradient signal a from the longitudinal gradient determination module 11 and the acceleration signal b from the acceleration situation determination module 13, The determination is determined and the signal d is output as the inclination or the longitudinal tilt determination is made using the deceleration signal c of the deceleration situation determination module 15 and the longitudinal tilt angle signal a of the longitudinal tilt determination module 11 And outputs a signal d with an inclination.

For the compensation control steps S70 to S90, the handling integration controller 10 applies the pre-map control application of S70 to the flat road S60-1 requiring both the OS compensation control and the US compensation control, (S60-2) by the inclination of S80 and the pre-load control is applied by the inclination of S80. Therefore, in S70's preemptive control application step, the ECS damper control amount of the shock absorber for OS compensation control and the ECS damper control amount of the shock absorber for US compensation control are calculated, respectively. On the other hand, in the preemptive control applying step with the slope of S80, the ECS damper control amount of the shock absorber for OS compensation control is calculated.

Then, the handling integration controller 10 applies the OS / US compensation control to the chassis integration control of step S90, while applying the OS compensation control to the OS based on the inclination.

Figs. 7 and 8 show an example of the OS compensation control and the US compensation control of the vehicle 1 by the handling integration controller 10. Fig. In this case, SOFT and HARD are damping force performance of the damper, respectively, and SOFT is a relatively large damping force forming state compared to HARD, and HARD means a relatively small damping force forming state compared to SOFT.

Referring to the OS compensation control of FIG. 7, the OS compensation control is performed based on the ECS damper control amount calculated in step S70, or the ECS damper control amount of the shock absorber calculated in the pre- Is applied. The ECS 3 receives the damping forces of the front left and right shock absorbers 2-1a and 2-1b as HARD while the output of the steering integrated controller 10 is HARD while the rear left and right shock absorbers 2-2a and 2-2 2b) is controlled by SOFT. As a result, the vehicle 1 calculates the lateral yaw stabilization moments from the control of the front wheel left and right shock absorbers 2-1a and 2-1b and the rear left and right shock absorbers 2-2a and 2-2b, The vehicle posture can be stabilized.

Referring to the US compensation control of FIG. 8, the US compensation control applies the ECS damper control amount calculated in the step S70 of applying the pre-map control. The ECS 3 receives the respective damping forces of the front left and right shock absorbers 2-1a and 2-1b as SOFTs and outputs them to the rear wheel left and right shock absorbers 2-2a and 2-2b -2b) is controlled by HARD. As a result, the vehicle 1 calculates the lateral yaw stabilization moment (yaw rate) from the control of the front left and right shock absorbers 2-1a and 2-1b and the rear left and right shock absorbers 2-2a and 2-2b, The vehicle posture can be stabilized.

Then, the handling integration controller 10 initializes the preliminary control strategy for the flat road and the preemptive control strategy for the inclination after the completion of the chassis integration control.

As described above, the chassis integrated control method of the vehicle 1 according to the present embodiment is characterized in that the road curvature confirmed by the stereo camera 5 in addition to the vehicle sensor and the oversteer / understeer tendency prediction control predicted in advance in the longitudinal direction , It is possible to weaken the driver feeling that can be generated by the chassis integration control when the vehicle runs on the longitudinal slope by preliminary response, and in particular, to increase the integration of the chassis integration control to the LKAS / HDA / SCC .

1: vehicle 2: shock absorber
2-1a, 2-1b: Front left, right shock absorber
2-2a, 2-2b: rear left, right shock absorber
3: Electronic Control Suspension (ECS)
5: Stereo camera 7: Electronic Stability Control (ESC)
10: Handling Integrated Controller
11: longitudinal gradient sensor module 11-1: longitudinal gradient sensor signal
13: Acceleration situation determination module 13-1: Acceleration situation determination sensor signal
15: Deceleration status determination module 15-1: Deceleration status determination sensor signal
17: Final longitudinal gradient determination module

Claims (13)

If the oversteer and understeer tendencies of the vehicle on the road are predicted in the handling integration controller, the compensation control is applied in advance
Wherein the chassis control unit controls the chassis.
The method of claim 1, wherein the forward road is identified as a stereo camera.
The handling integration controller according to claim 1, wherein the handling integration controller includes: a step in which a road condition is applied to the prediction of the oversteer and the understeer tendency; a step in which road classification is made by a road surface and an inclination; The step of performing the compensation control with the control amount
To the chassis control unit.
4. The chassis integration control method according to claim 3, wherein the road condition includes a road curvature obtained from an image signal of a stereo camera together with vehicle information, and the road curvature is applied to the oversteer and understeer tendency prediction .
5. The method of claim 4, wherein the vehicle information includes acceleration, steering angle, and steering angle velocity.
4. The method according to claim 3, wherein the step of classifying the road includes: a step of performing a longitudinal direction tilt; a step of dividing the tilt road into the flat road; Integrated control method.
7. The method according to claim 6, wherein the running state is acceleration or deceleration of the vehicle, the acceleration is determined as an intersection image signal of an Accelerator Position Scope (APS), a vehicle speed, and the stereo camera, and the deceleration is a brake master cylinder pressure, , The vehicle speed, and the intersection image signal of the stereo camera.
8. The method of claim 7, wherein the acceleration is determined when the APS is equal to or greater than a predetermined value and the intersection point of the intersection image signal is positioned higher than the reference line and the velocity is equal to or greater than a predetermined reference value.
8. The method of claim 7, wherein the deceleration is performed when the master cylinder pressure is equal to or greater than a predetermined value, the braking signal is a braking signal flag, the intersection point of the intersection video signal is positioned lower than a reference line, And determining whether or not the chassis is unified.
4. The method of claim 3, wherein the shock absorber damping force adjustment is performed for each of the front left, right shock absorber, rear left, and right shock absorber.
11. The method of claim 10, wherein the damping force of the front left and right shock absorbers is HARD while the damping forces of the rear left and right shock absorbers are SOFT, Integrated control method.
The understeer tendency prediction according to claim 10, wherein the damping force of the front left and right shock absorbers is set to SOFT while the damping forces of the rear left and right shock absorbers are set to be HARD, Integrated control method.
A stereo camera in which a video signal of a front road taken in a vehicle running direction is used for calculating a road curvature of the front road;
Wherein the oversteer and understeer tendency prediction is performed from the road curvature and the vehicle sensor information to check the road curvature and the longitudinal gradient of the road ahead, A handling integration controller corresponding to a road entry, to which a compensation control is applied in advance for each of a flat road and an inclination road divided by the longitudinal inclination of the road;
An electronically controlled shock absorber for adjusting the damping force by the compensation control;
≪ / RTI >

Images