KR102751305B1 - Apparatus for controlling damper of vehicle and method thereof - Google Patents

Abstract

The present invention relates to a damper control device for a vehicle and a method thereof, and aims to provide a damper control device for a vehicle and a method thereof capable of significantly improving the ride quality of the vehicle by predicting in advance the amount of impact applied to each wheel of the vehicle and adjusting the damping force of a damper mounted on a corresponding axle before the impact is applied to each wheel of the vehicle.
To this end, the present invention includes a damper provided on a wheel of each axle of a vehicle; and a control unit that adjusts a damping force of the damper provided on each wheel immediately before an impact is applied to the wheel of each axle by a bump located at the front of the vehicle.

Description

{APPARATUS FOR CONTROLLING DAMPER OF VEHICLE AND METHOD THEREOF}

The present invention relates to a technology for improving ride comfort by controlling the damping force of a damper mounted on an axle in advance before an impact is applied to each wheel of a vehicle.

A damper is a device that attenuates external vibrations or impacts. It connects the axle and the body of a vehicle in the suspension system of the vehicle, and prevents vibrations or impacts transmitted from the road surface to the axle during driving from being directly transmitted to the body of the vehicle. This prevents damage to the body as well as cargo loaded in the vehicle, and provides a comfortable ride to passengers. It is one of the important devices that make up a vehicle.

In order to obtain a more comfortable ride in a suspension system, it is necessary to maximize the action of the damper, and accordingly, an electronically controlled suspension system can be equipped with an MR damper that changes the damping performance of the damper according to external conditions, that is, changes the apparent viscosity of a magneto-rheological (MR) fluid instantaneously according to the strength of an induced magnetic field by applying current to the damper to control the damping performance.

These MR dampers are devices that can change the damping force through changes in the viscosity of MR fluid by generating an electromagnetic field by an externally applied current, and are composed of a cylinder filled with MR fluid, a piston rod that reciprocates within the cylinder, a piston connected to the piston rod, and an electromagnetic field generator for generating an electromagnetic field. In addition, the piston is composed of a magnetic core in which a bypass path is formed and a coil is wound, a flux ring that is combined in a state of wrapping the outside of the magnetic core to form a main path, and plates that are respectively combined at the upper and lower portions of the flux ring and the magnetic core and have passages formed therein so as to be in communication with the bypass path.

In this MR damper, when the piston rod is compressed and stretched, the MR fluid passes through the main passage, and when current is transmitted from the outside, the MR fluid experiences no resistance. On the other hand, when current is transmitted, an electromagnetic field is formed across the outer diameter of the solenoid, piston, and cylinder, which increases the viscosity of the MR fluid within the passage. At this time, the piston generates a high damping force by sliding the highly viscous fluid.

The conventional technology for controlling such MR dampers is to provide an acceleration sensor for each axis of the vehicle, and when an impact applied to a wheel is detected by the acceleration sensor, the damping force of the MR damper provided on the corresponding axis is adjusted to improve the ride comfort of the vehicle.

These conventional technologies have a problem in that they cannot significantly improve the ride quality of a vehicle because they adjust the damping force of the MR damper after an impact is applied to the vehicle's wheel.

The information contained in this background section has been prepared to promote understanding of the background of the invention and may include matters that are not prior art and are already known to those skilled in the art.

In order to solve the problems of the prior art as described above, the present invention aims to provide a vehicle damper control device and method capable of significantly improving the ride quality of a vehicle by predicting in advance the amount of impact applied to each wheel of a vehicle and adjusting the damping force of a damper mounted on a corresponding axle in advance before the impact is applied to each wheel of the vehicle.

The purposes of the present invention are not limited to the purposes mentioned above, and other purposes and advantages of the present invention which are not mentioned can be understood by the following description and will be more clearly known by the embodiments of the present invention. In addition, it will be easily understood that the purposes and advantages of the present invention can be realized by the means and combinations thereof indicated in the claims.

A damper control device for a vehicle according to a first embodiment of the present invention may include: a damper provided on a wheel of each axle of the vehicle; and a control unit that adjusts a damping force of the damper provided on each wheel immediately before an impact is applied to the wheel of each axle by a bump located at the front of the vehicle.

In the first embodiment of the present invention, the control unit can restore the damping force of the damper provided on the wheel of each axis of the vehicle to its original state when the wheel of the corresponding axis passes over the uneven surface.

The first embodiment of the present invention may further include a bump detection unit that detects the size of a bump located at the front of the vehicle; and a weight sensor provided on a wheel of each axle of the vehicle.

In the first embodiment of the present invention, the control unit can adjust the damping force of the damper provided on the wheel of each axle based on the size of the unevenness detected by the unevenness detection unit and the load of each wheel detected by the weight sensor.

A damper control device for a vehicle according to a second embodiment of the present invention may include: a damper provided on a wheel of each axle of the vehicle; a road information collection unit that collects information on a road on which the vehicle is driving; and a control unit that adjusts a damping force of a damper provided on a wheel of each axle of the vehicle immediately before the wheel enters a curved road.

In a second embodiment of the present invention, the control unit can restore the damping force of the damper provided on the wheel of each axle of the vehicle to its original state when the wheel of the corresponding axle deviates from the curved road.

In a second embodiment of the present invention, when the curve is a right-hand curve, the control unit can increase the damping force of the damper provided on the left wheel of each axle and decrease the damping force of the damper provided on the right wheel of each axle.

A damper control method of a vehicle according to a first embodiment of the present invention may include a step in which a bump detection unit detects a distance from a bump located at the front of a vehicle; a step in which a control unit calculates a point in time when a wheel of each axle encounters the bump based on the distance from the bump and a vehicle speed; and a step in which the control unit adjusts a damping force of a damper provided on a corresponding wheel immediately before the wheel of each axle encounters the bump.

A first embodiment of the present invention may include a step in which the control unit restores the damping force of a damper provided on a wheel of each axis to its original state when the wheel of each axis passes over an uneven surface.

A damper control method of a vehicle according to a second embodiment of the present invention may include a step in which a road information collection unit collects information on a road on which a vehicle is driving; and a step in which a control unit adjusts a damping force of a damper provided on a wheel of each axle of the vehicle immediately before the wheel enters a curved road.

A second embodiment of the present invention may include a step in which the control unit restores the damping force of a damper provided on a wheel of each axle of the vehicle to its original state when the wheel of each axle of the vehicle deviates from the curved road.

A second embodiment of the present invention may include a step of increasing the damping force of a damper provided on a left wheel of each axle and decreasing the damping force of a damper provided on a right wheel of each axle when the curve is a right-hand curve.

The damper control device and method for a vehicle according to each embodiment of the present invention can significantly improve the ride quality of the vehicle by predicting in advance the amount of impact applied to each wheel of the vehicle and adjusting the damping force of the damper mounted on the corresponding axle in advance before the impact is applied to each wheel of the vehicle.

Figure 1 is a configuration diagram of a damper control device of a vehicle according to one embodiment of the present invention.
Figure 2 is an example diagram showing the positions of each axis equipped in a vehicle to which the present invention is applied.
Figure 3 is a flow chart of a damper control method of a vehicle according to the first embodiment of the present invention.
Figure 4 is a flow chart of a damper control method of a vehicle according to the second embodiment of the present invention.
FIG. 5 is a block diagram showing a computing system for executing a damper control method of a vehicle according to each embodiment of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. When adding reference numerals to components in each drawing, it should be noted that the same components are given the same numerals as much as possible even if they are shown in different drawings. In addition, when describing embodiments of the present invention, if it is determined that a specific description of a related known configuration or function hinders understanding of the embodiments of the present invention, the detailed description thereof will be omitted.

In describing components of embodiments of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used. These terms are only intended to distinguish the components from other components, and the nature, order, or sequence of the components are not limited by these terms. In addition, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person having ordinary skill in the art to which the present invention belongs. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning they have in the context of the relevant technology, and shall not be interpreted in an idealistic or overly formal sense, unless explicitly defined in this application.

FIG. 1 is a configuration diagram of a damper control device for a vehicle according to one embodiment of the present invention, and will be described using an MR damper as an example.

As illustrated in FIG. 1, a damper control device for a vehicle according to one embodiment of the present invention may include a storage unit (10), a roughness detection unit (20), a road information collection unit (30), and a control unit (40). At this time, depending on a method of implementing the damper control device for a vehicle according to one embodiment of the present invention, each component may be combined with each other to be implemented as one, or some of the components may be omitted.

In one embodiment of the present invention, a five-axle vehicle is described as an example, but the present invention is not limited thereto. As illustrated in FIG. 2, the first axis (100) refers to an axis (M1) located at the frontmost side of the vehicle, and may include a left MR damper (110) and a left weight sensor (111) mounted on the left wheel of the first axis (100), a right MR damper (120) and a right weight sensor (121) mounted on the right wheel of the first axis (100). The second axis (200) refers to an axis (M2) located second from the front of the vehicle, and may include a left MR damper (210) and a left weight sensor (211) mounted on the left wheel of the second axis (200), and a right MR damper (220) and a right weight sensor (221) mounted on the right wheel of the second axis (200). The nth axle refers to the second axle (M5) located from the front of the vehicle, and may be equipped with a left MR damper and a left weight sensor mounted on the left wheel of the nth axle, and a right MR damper and a right weight sensor mounted on the right wheel of the nth axle.

Looking at each of the above components, first, the storage unit (10) can store various logics, algorithms, and programs required in the process of predicting the amount of impact applied to each wheel of the vehicle in advance and adjusting the damping force of the damper mounted on the corresponding axle in advance before the impact is applied to each wheel of the vehicle.

The storage unit (10) can store an algorithm used to calculate the amount of impact applied to each axle based on the load applied to each axle, the speed of the vehicle, the size of the unevenness, etc. This is a well-known and commonly used technology, and any technology may be used.

The storage unit (10) can store an algorithm used to calculate the amount of impact applied to each axle based on the load applied to each axle, the speed of the vehicle, the turning angle, etc. This is a well-known and commonly used technology.

As shown in FIG. 2, the storage unit (10) can store the distance between the vehicle's 1st axis (M1) and 2nd axis (M2), the distance between the 2nd axis (M2) and 3rd axis (M3), the distance between the 3rd axis (M3) and 4th axis (M4), and the distance between the 4th axis (M4) and 5th axis (M5).

The storage unit (10) may include a memory such as a flash memory type, a hard disk type, a micro type, and a card type (e.g., an SD card (Secure Digital Card) or an XD card (eXtream Digital Card)), and at least one type of storage medium among memories such as a RAM (Random Access Memory), a SRAM (Static RAM), a ROM (Read-Only Memory), a PROM (Programmable ROM), an EEPROM (Electrically Erasable PROM), a MRAM (Magnetic RAM), a magnetic disk, and an optical disk.

The bump detection unit (20) can be implemented using at least one of a lidar sensor, a radar sensor, an ultrasonic sensor, and an infrared sensor mounted on the front of the vehicle, and can detect a bump (21) located on the front of the vehicle while driving, as shown in FIG. 2.

The bump detection unit (20) can detect the distance (A0) from the bump (21) located in front of the vehicle while driving.

The road information collection unit (30) can be linked with a navigation device installed in a vehicle and can collect information about the road on which the vehicle is currently driving (road shape, road curvature, road lane, etc.).

The control unit (30) performs overall control so that each of the above components can perform their functions normally. This control unit (30) may be implemented in the form of hardware, in the form of software, or in the form of a combination of hardware and software. Preferably, the control unit (30) may be implemented as a microprocessor, but is not limited thereto.

In particular, the control unit (30) can predict in advance the amount of impact applied to each wheel of the vehicle and perform various controls in the process of adjusting the damping force of the damper mounted on the corresponding axle before the impact is applied to each wheel of the vehicle.

The control unit (40) can obtain various information (e.g., vehicle speed, etc.) used to control the damping force of the MR damper from the vehicle network. Here, the vehicle network can include CAN (Controller Area Network), LIN (Local Interconnect Network), FlexRay, MOST (Media Oriented Systems Transport), Ethernet, etc.

[First embodiment]

This shows the process in which the control unit (40) adjusts the damping force of the MR damper equipped on each axis when the vehicle passes over a bump (21) located in front while driving.

The control unit (40) can calculate the damping force of the MR damper (110, 120, 210, 220, etc.) provided on each axis based on the size of the unevenness (21) detected by the unevenness detection unit (20) and the load detected by the weight sensor provided on each axis.

The control unit (40) can calculate the point in time when the wheel of each axle encounters the unevenness based on the distance (A0) from the unevenness (21) detected by the unevenness detection unit (20) and the speed of the vehicle.

The control unit (40) can adjust the damping force of the MR damper of each axis just before the wheel of each axis meets the bump (21). At this time, the control unit (40) can increase the damping force of the MR damper of the wheel with a large load.

For example, if the current time is 10:10:00, the time when the wheel of the first axis meets the bump (21) is 10:10:05, and the time when the wheel of the second axis meets the bump (21) is 10:10:05.5, the control unit (40) adjusts the damping force of the MR damper (110, 120) of the first axis at 10:10:04.9, and when the wheel of the first axis passes over the bump (21), restores the damping force of the MR damper (110, 120) of the first axis to its original state, and adjusts the damping force of the MR damper (210, 220) of the second axis at 10:10:05.4, and when the wheel of the second axis passes over the bump (21), restores the damping force of the MR damper (210, 220) of the second axis to its original state. 220) restores the damping force to its original state.

Finally, the control unit (40) adjusts the damping force of the MR damper provided on each axis just before the wheel on each axis passes over the bump (21) (the damping force adjustment time and the return time of each MR damper are different).

[Second embodiment]

This shows the process in which the control unit (40) adjusts the damping force of the MR damper equipped on each axle when the road ahead of the vehicle is a curved road to the right.

The control unit (40) can calculate the damping force of the MR dampers (110, 120, 210, 220, etc.) provided on each axis based on the road information (road curvature) collected by the road information collection unit (30) and the load detected by the weight sensor provided on each axis.

The control unit (40) can calculate the point in time at which the wheels of each axle enter the curved road based on the road information (road curvature) collected by the road information collection unit (30) and the speed of the vehicle.

The control unit (40) can adjust the damping force of the MR damper of each axle just before the wheel of each axle enters the curve. At this time, the control unit (40) can increase the damping force of the MR damper of the wheel with a large load (the MR damper equipped on the left wheel of each axle in the case of a right-hand turn).

For example, if the current time is 10:10:00, the time when the wheel of the first axle enters the curve is 10:10:05, and the time when the wheel of the second axle enters the curve is 10:10:05.5, the control unit (40) adjusts the damping force of the MR dampers (110, 120) of the first axle at 10:10:04.9 (increases the damping force of the left MR damper (110) and decreases the damping force of the right MR damper (120)), and adjusts the damping force of the MR dampers (210, 220) of the second axle at 10:10:05.4 (increases the damping force of the left MR damper (210) and decreases the damping force of the right MR damper (220)). Thereafter, when the wheel of the first axis leaves the curve, the damping force of the MR damper (110, 120) of the first axis is restored to its original state, and when the wheel of the second axis leaves the curve, the damping force of the MR damper (210, 220) of the second axis is restored to its original state.

Finally, the control unit (40) adjusts the damping force of the MR damper provided on each axis just before the wheel of each axis enters the curve (the damping force adjustment time and the return time of each MR damper are different).

FIG. 3 is a flowchart of a vehicle damper control method according to the first embodiment of the present invention.

First, the bump detection unit (20) detects the distance from the bump located in front of the vehicle (301).

Thereafter, the control unit (40) calculates the point in time when the wheel of each axle meets the bump based on the distance from the bump and the vehicle speed (301). At this time, the control unit (40) can obtain vehicle speed information through the vehicle network.

Thereafter, the control unit (40) adjusts the damping force of the damper provided on each wheel just before the wheel of each axis meets the unevenness (303).

Ultimately, the control unit (40) can improve ride comfort by adjusting the damping force of the damper provided on the wheel before the wheel of the running vehicle is impacted by the uneven surface, i.e., when a collision with the uneven surface is imminent.

FIG. 4 is a flowchart of a vehicle damper control method according to a second embodiment of the present invention.

First, the road information collection unit (30) collects information on the road on which the vehicle is driving (401). At this time, the road information may include the shape of the road, curvature of the road, and lanes of the road.

Thereafter, the control unit (40) adjusts the damping force of the damper provided on each wheel of the vehicle just before the wheel enters the curve (402).

Finally, the control unit (40) can improve ride comfort by adjusting the damping force of the damper provided on the wheel before the wheel of the running vehicle enters the curve, i.e., when entry into the curve is imminent.

FIG. 5 is a block diagram showing a computing system for executing a damper control method of a vehicle according to each embodiment of the present invention.

Referring to FIG. 5, the vehicle damper control method according to each embodiment of the present invention described above may also be implemented through a computing system. The computing system (1000) may include at least one processor (1100), a memory (1300), a user interface input device (1400), a user interface output device (1500), storage (1600), and a network interface (1700) connected through a system bus (1200).

The processor (1100) may be a central processing unit (CPU) or a semiconductor device that executes processing for instructions stored in memory (1300) and/or storage (1600). The memory (1300) and storage (1600) may include various types of volatile or nonvolatile storage media. For example, the memory (1300) may include a ROM (Read Only Memory, 1310) and a RAM (Random Access Memory, 1320).

Accordingly, the steps of a method or algorithm described in connection with the embodiments disclosed herein may be implemented directly in hardware, a software module, or a combination of the two executed by the processor (1100). The software module may reside in a storage medium (i.e., memory (1300) and/or storage (1600)), such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a solid state drive (SSD), a removable disk, a CD-ROM. An exemplary storage medium is coupled to the processor (1100) such that the processor (1100) can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor (1100). The processor and the storage medium may reside in an application specific integrated circuit (ASIC). The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.

The above description is merely an example of the technical idea of the present invention, and those skilled in the art will appreciate that various modifications and variations may be made without departing from the essential characteristics of the present invention.

Therefore, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention but to explain it, and the scope of the technical idea of the present invention is not limited by these embodiments. The protection scope of the present invention should be interpreted by the following claims, and all technical ideas within the equivalent scope should be interpreted as being included in the scope of the rights of the present invention.

10: Storage
20: Unevenness detection unit
30: Road Information Collection Department
40: Control Unit

Claims (12)

A damper provided on each wheel of the vehicle's axle; and
Including a control unit that adjusts the damping force of a damper provided on each wheel immediately before an impact is applied to the wheel of each axle by a bump located at the front of the vehicle,
The above control unit,
A damper control device for a vehicle, characterized in that it obtains information used to adjust the damping force of the damper through a vehicle network.
In paragraph 1,
The above control unit,
A damper control device for a vehicle, characterized in that when the wheel of each axle of the vehicle passes over a bump, the damping force of the damper provided on the wheel of the corresponding axle is restored to its original state.
In paragraph 1,
A bump detection unit that detects the size of a bump located in front of the vehicle; and
Weight sensors installed on the wheels of each axle of the above vehicle
A damper control device for a vehicle further comprising:
In the third paragraph,
The above control unit,
A damper control device for a vehicle, characterized in that the damping force of a damper provided on a wheel of each axle is adjusted based on the size of the unevenness detected by the unevenness detection unit and the load of each wheel detected by the weight sensor.
A damper provided on each wheel of the vehicle's axle;
A road information collection unit that collects information on the road on which the vehicle is driving; and
Including a control unit that adjusts the damping force of a damper provided on each wheel of the above vehicle just before the wheel enters a curve,
The above control unit,
A damper control device for a vehicle, characterized in that it obtains information used to adjust the damping force of the damper through a vehicle network.
In paragraph 5,
The above control unit,
A damper control device for a vehicle, characterized in that when a wheel of each axle of the vehicle leaves a curved road, the damping force of the damper provided on the wheel of the corresponding axle is restored to its original state.
In paragraph 5,
The above control unit,
A damper control device for a vehicle, characterized in that when the above curve is a right-hand curve, the damping force of the damper equipped on the left wheel of each axle is increased and the damping force of the damper equipped on the right wheel of each axle is decreased.
A step in which a bump detection unit detects a distance from a bump located in front of a vehicle;
A step in which the control unit calculates the point in time when the wheel of each axle meets the bump based on the distance from the bump and the vehicle speed; and
The above control unit includes a step of adjusting the damping force of a damper provided on each wheel immediately before the wheel of each axis encounters the unevenness.
The step of adjusting the damping force of the above damper is:
A step of obtaining information used to adjust the damping force of the damper through a vehicle network.
A method for controlling a damper of a vehicle including a .
In Article 8,
The above control unit is a step for restoring the damping force of the damper provided on the wheel of each axis to its original state when the wheel of each axis passes over the unevenness.
A damper control method of a vehicle further including:
A step in which a road information collection unit collects information on the road on which a vehicle is driving; and
The control unit comprises a step of adjusting the damping force of a damper provided on each wheel of the vehicle immediately before the wheel enters a curved road.
The step of adjusting the damping force of the above damper is:
A step of obtaining information used to adjust the damping force of the damper through a vehicle network.
A method for controlling a damper of a vehicle including a .
In Article 10,
A step in which the control unit restores the damping force of the damper provided on the wheel of the corresponding axle to its original state when the wheel of each axle of the above vehicle deviates from the curved road.
A damper control method of a vehicle further including:
In Article 10,
The step of adjusting the damping force of the above damper is:
If the above curve is a right-hand curve, a step of increasing the damping force of the damper equipped on the left wheel of each axle and decreasing the damping force of the damper equipped on the right wheel of each axle
A method for controlling a damper of a vehicle including a .

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