Active mapping control method, active mapping electronic control suspension device, and control method thereof

Abstract

The present invention relates to an active mapping control method applied to a control system of an automobile, and more specifically, to an active mapping control method that overcomes the disadvantages of PI control, PID control, and lookup table control, and to an active mapping electronic control suspension system and a control method thereof. The active mapping control device of the present invention is characterized by checking a target current calculated by a judgment unit, checking a current temperature input from a sensing unit, determining whether a target duty corresponding to the current temperature and the calculated target current is stored, reading out the target duty if the target duty is stored, and if the target duty is not stored, calculating a target duty at the calculated target current and current temperature from the target duty data corresponding to the stored temperature and saturation current, calculating a peak time from the target duty set by the target duty setting unit and the peak time at the first driving duty and the peak time at the second driving duty stored, and setting one of the calculated target duty, the maximum driving duty, or the target duty multiplied by a certain multiplier as the control duty.

Description

Technology Field

[0001] The present invention relates to an active mapping control method applied to a control system of an automobile, and more specifically, to an active mapping control method that overcomes the disadvantages of PI control, PID control, and lookup table control, an active mapping electronic control suspension system, and a control method thereof. Background Technology

[0003] Vehicles are equipped with various types of control systems, and various control methods are applied to each system. For example, the PI (Proportional-Integral) control method is applied to vehicle speed control, engine cooling system, or temperature control in heater system. This is a control method that combines proportional control (P) and integral control (I), and is characterized by generating a control signal based on the current error of the system and adjusting the control signal by considering the accumulated value of the error.

[0004] In addition, the PID (Proportional-Integral-Derivative) control method is applied to suspension control in suspension systems or braking force control in braking systems such as ABS (Anti-Braking System), which is characterized by generating a control signal by considering the system's current error, the accumulated value of the error, and the rate of change of the error.

[0005] Meanwhile, a look-up table control method is applied to fuel injection control systems, which is characterized by quickly finding and controlling the output for a specific input value based on a predefined data set.

[0006] In systems where these control methods are applied, the control target is operated by the applied current, and therefore the error in these control methods may be the difference between the target current and the actual current.

[0007] Therefore, PI control methods or PID control methods are methods that proportionally reduce the difference between the target current and the actual current, integrate the accumulated error, or control by considering the rate of change of such error. While they have the advantage of providing stable control performance while minimizing current error, they have the disadvantages that tuning is required for accurate control, the response to sudden load changes or current changes may be slow, and problems such as overshoot may occur if tuning is incorrect.

[0008] In addition, the look-up table control method has the advantage of enabling high-speed control with a small amount of computation and allowing for the consideration of non-linear characteristics of the system in advance, but it has the disadvantage that the values ​​defined in the look-up table are fixed, so it cannot respond to changes in system characteristics and requires a large amount of data to be measured in advance.

[0009] More specifically, regarding the Electronically Controlled Suspension (hereinafter abbreviated as ECS) among the systems installed in the vehicle, the ECS system is a technology that improves driving stability and ride comfort by electronically controlling the vehicle's suspension system with an ECS controller (1). This system monitors road surface conditions and driving conditions in real time using various sensors, and controls actuators based on this to adjust suspension characteristics.

[0010] Here, the actuator to be controlled may be an electronically controlled continuously variable damper, an air spring, etc., and FIG. 1 shows a case where a continuously variable damper (2, 3) is applied as the actuator. As shown in FIG. 1, two continuously variable dampers (2, 3) are arranged on the front wheel side and two on the rear wheel side, and a solenoid valve for varying the damping force is installed inside these continuously variable dampers.

[0011] And as shown in FIG. 2, the ECS controller (1) includes a control unit (10), and the damping force is controlled by operating a solenoid valve (20) mounted on a continuously variable damper (2, 3) according to a Pulse Width Modulation (PWM) duty command of the control unit to adjust the size of the orifice through which the fluid passes.

[0012] That is, the ECS controller (1) receives various vehicle information such as steering information corresponding to curve conditions, vehicle speed, road conditions such as speed bumps, and vehicle driving mode from various controllers (4), and the sensing unit (11) measures the vehicle's 3-axis acceleration, 3-axis rotational speed, and temperature information and transmits them to the judgment unit (12), and the judgment unit (12) calculates the target damping force based on these information and calculates the target current corresponding to the calculated damping force according to the design specifications of the continuous variable damper, and the control unit (10) receives the target current and calculates the driving duty corresponding thereto to perform PWM duty control on the solenoid valve (20).

[0013] And at this time, the solenoid current can be controlled by a software feedback method that filters the detection current detected from the solenoid valve (20) at low frequency and recalculates the PWM duty through a PI controller to control the solenoid current.

[0014] However, as mentioned earlier, such PI control or PID control has the advantage of providing stable control performance while minimizing current error, but it has the disadvantages that it requires tuning, the response to sudden load or current changes may be slow, and if the tuning is done incorrectly, problems such as overshoot may occur. Prior art literature

[0016] Korean Registered Patent No. 10-0804073 (Publication Date: Feb. 18, 2008) The problem to be solved

[0017] The technical problem that the present invention aims to solve is to provide an active mapping control device and an active mapping control method that overcome the disadvantages of conventional PI control, PID control, and lookup table control applied to a control system of an automobile, an active mapping electronically controlled suspension system to which these control devices and methods are applied, and a control method for such an active mapping electronically controlled suspension system. means of solving the problem

[0019] According to one aspect of the present invention as a means of solving a problem, the active mapping control device of the present invention comprises: a sensing unit for detecting information necessary for control; a judgment unit for calculating a target current necessary for driving a control target based on the information; a control unit for receiving the target current and calculating a corresponding driving duty to control the control target; and a control target connected to the controller, wherein the control device controls the control target with a PWM duty command.

[0020] The control unit of the above controller comprises: a target current and temperature verification unit that verifies the target current calculated by the judgment unit and verifies the current temperature input from the sensing unit; a data judgment unit that determines whether a target duty corresponding to the current temperature and the calculated target current is stored; a target duty setting unit that reads out the target duty if it is stored, and calculates the target duty at the calculated target current and current temperature from the target duty data corresponding to the stored temperature and saturation current if the target duty is not stored; a peak time setting unit that calculates the peak time from the target duty set by the target duty setting unit and the peak time at the first driving duty and the peak time at the second driving duty stored; a peak time judgment unit that determines whether the value obtained by multiplying the control cycle by a factor of 2 is smaller than the peak time, whether the current cycle time has exceeded the peak time, or whether the current cycle time is within one control cycle from the peak time; and the value obtained by multiplying the target duty by a constant factor. It includes a target duty upper limit determination unit that determines whether the value is greater than the maximum driving duty, a control duty setting unit that sets one of the calculated target duty, the maximum driving duty, or the target duty multiplied by a certain multiplier as the control duty, a target current determination unit that determines whether the target current has changed or has reached the target current, and a control duty compensation unit that compensates the control duty.

[0021] The above controller includes a data storage unit in which information necessary for control is stored, and the data storage unit stores target duty data corresponding to temperature and saturation current, and peak time data for a first driving duty and a second driving duty. In the case where the target duty is not stored, the target duty setting unit calculates the target duty at the current temperature and the calculated target current from the target duty data corresponding to temperature and saturation current stored in the data storage unit, and the peak time setting unit can calculate the peak time from the target duty set in the target duty setting unit and the peak time data for a first driving duty and a second driving duty stored in the data storage unit.

[0022] In addition, the data storage unit may be included within the control unit.

[0023] In addition, the first driving duty may be the minimum driving duty, and the second driving duty may be the maximum driving duty.

[0024] And the peak time data at the first driving duty and the peak time data at the second driving duty, which are stored in the data storage unit, may be acquired during the product development process or inspection process stage prior to shipment of the control device and stored before shipment.

[0025] In addition, the target current and temperature data for each driving duty, which are stored in the above data storage unit, can be stored as a current / duty ratio obtained by dividing the saturation current at the corresponding temperature by the duty.

[0026] In addition, the saturation current at a specific temperature and duty cycle stored in the data storage unit may be a current value measured by applying a duty cycle to the control target at a time when the operation of the control target is not required.

[0027] In addition, if the measured saturation current value changes by more than a certain percentage compared to the stored saturation current value, the device can be determined to be in an abnormal state.

[0028] As a means of solving the problem, an active mapping control device according to another aspect of the present invention comprises a controller composed of a vehicle platform controller (VPC) and an integrated IO controller, wherein the judgment unit is included within the vehicle platform controller, the sensing unit and the control unit are included in the integrated IO controller, and the control target may be connected to the integrated IO controller.

[0030] According to another aspect of the present invention as a means of solving the problem, the active mapping control method of the present invention comprises: a controller including a sensing unit for detecting information necessary for control, a judgment unit for calculating a target current necessary for driving a control target based on the information, and a control unit for receiving the target current and calculating a corresponding driving duty to control the control target, and a control device including a control target connected to the controller, wherein the control target is controlled by a PWM duty command.

[0031] (a) A target current and temperature verification step to verify the calculated target current and the current temperature,

[0032] (b) A data determination step for determining whether a target duty corresponding to the current temperature and the calculated target current is stored,

[0033] (c) A target duty setting step that, if the target duty is stored, reads out the target duty, and if the target duty is not stored, calculates the target duty at the current temperature and the calculated target current from the target duty data corresponding to the stored temperature and saturation current.

[0034] (d) A peak time setting step for calculating peak time from the set target duty and stored peak time at minimum drive duty and peak time at maximum drive duty,

[0035] (e) A control duty setting step for setting a control duty based on the above target duty,

[0036] (f) A target current arrival determination step for determining whether the target current has been reached by checking the detected current of the control target operated by the set control duty,

[0037] (g) Includes a compensation duty calculation step for calculating a compensation duty when it is determined that the target current has not been reached.

[0039] And prior to the control duty setting step of the above (e),

[0040] (e-1) A zero-cycle peak time determination step is performed to determine whether the value obtained by multiplying the control cycle by a multiple of 2 is smaller than the peak time, and following the control duty setting step of step (e),

[0041] (e+1) A target current change determination step that checks the target current to determine whether the target current has changed,

[0042] (e+2) A peak time elapsed control step may be additionally included to control by setting the control duty based on whether the current cycle has elapsed the peak time.

[0043] In addition, the control duty setting step of step (e) above may be set as the control duty when the value obtained by multiplying the control cycle by 2 in the 0-cycle peak time determination step of step (e-1) above is not smaller than the peak time, and when the value obtained by multiplying the control cycle by 2 is smaller than the peak time above, determine whether the value obtained by multiplying the target duty by a certain multiplier exceeds 100, and if it exceeds 100, set 100% as the control duty, and if it does not exceed 100, set the value obtained by multiplying the target duty by a certain multiplier as the control duty.

[0044] In addition, the peak time elapsed determination step of the above (e+2) can be set as the control duty if the value obtained by multiplying the control cycle by 2 in the 0-cycle peak time determination step of the above (e-1) is not smaller than the peak time, then determine whether the current cycle has elapsed the peak time, and if the value obtained by multiplying the control cycle by 2 in the 0-cycle peak time determination step of the above (e-1) is smaller than the peak time, determine whether the value obtained by multiplying the target duty by a certain multiplier exceeds 100, and if it exceeds 100, set 100% as the control duty, and if it does not exceed 100, set the value obtained by multiplying the target duty by a certain multiplier as the control duty, and then if the current cycle corresponds to within 1 control cycle prior to the peak time, set the target duty as the control duty.

[0045] And in the target current arrival determination step of the above (f), if it is determined that the detected current has reached the target current, the target duty can be maintained.

[0047] In addition, according to another aspect of the present invention as a means of solving the problem, an active mapping electronic control suspension system is proposed, wherein the control target is a solenoid valve of a continuously variable damper mounted on a wheel, and the judgment unit of the controller calculates a target current that generates a target damping force.

[0048] And the sensing unit of the active mapping electronic control suspension system measures the vehicle's three-axis acceleration, three-axis rotational speed, and temperature, and the target damping force of the judgment unit can be calculated based on steering information, vehicle speed, external road conditions, and vehicle driving mode information obtained from various controllers.

[0050] In addition, according to another aspect of the present invention as a means of solving the problem, a control method for an active mapping electronically controlled suspension system is proposed, wherein the control target is a solenoid valve of a continuously variable damper mounted on a wheel, and the judgment unit of the controller calculates a target current that generates a target damping force. Effects of the invention

[0052] According to an embodiment of the present invention, the disadvantages of PI control, PID control, and lookup table control, which are commonly applied to automobile control systems, are overcome.

[0053] In other words, conventional PI control or PID control has the disadvantage that it requires tuning for accurate control, may have a slow response to sudden load or current changes, and may cause problems such as overshoot if the tuning is incorrect. However, according to the present invention, detailed tuning work is not required before vehicle delivery, the control logic is simple, and the target current is quickly achieved by considering the peak time and control cycle, thereby ensuring fast responsiveness.

[0054] In addition, conventional lookup table control, which has the advantage of being lightweight and fast compared to PI control or PID control, has the disadvantage that sufficient data must be measured for sufficient lookup table data and cannot respond to the characteristics of individual products or changes over time, but according to the present invention, the effect of not requiring a large amount of data as much as lookup table data is achieved.

[0055] In addition, according to conventional PI control, PID control, and lookup table control, control suitable for the aging of the system or the characteristics of each individual system cannot be performed, but according to the embodiment of the present invention, active control is performed even when the characteristics of the individual system change. Brief explanation of the drawing

[0057] FIG. 1 is a configuration diagram showing the configuration of an active mapping electronic control suspension system, which is an embodiment of an active mapping control device according to the present invention. FIG. 2 is a configuration diagram showing the configuration of an active mapping electronic control suspension system, which is an embodiment of the active mapping control device of the present invention. FIG. 3 is a configuration diagram showing the control unit of the active mapping control device of the present invention. FIG. 4 is a configuration diagram showing the configuration of an active mapping electronically controlled suspension system, which is another embodiment of the active mapping control device of the present invention. FIG. 5 is a reference diagram showing the pre-shipment and post-shipment execution processes of the active mapping control method of the present invention. FIG. 6 is a configuration diagram showing the main steps of the active mapping control method of the present invention. FIG. 7 is a flowchart illustrating the active mapping control method of the present invention. FIG. 8 is a three-dimensional diagram showing saturation current data corresponding to the target duty and temperature used in the active mapping control method of the present invention. FIG. 9 is a conceptual diagram showing an example of a peak time elapsed control step of the active mapping control method of the present invention. FIG. 10 is a conceptual diagram illustrating an example of the compensation duty calculation step of the active mapping control method of the present invention. Specific details for implementing the invention

[0058] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

[0059] In describing the present invention, the terms used in the specification below are used merely to describe specific embodiments and are not intended to limit the invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0060] Furthermore, terms such as “comprising” or “having” in this specification are intended to specify the existence of the features, numbers, steps, actions, components, parts, or combinations thereof described in the specification, and should be understood as not precluding the existence or addition of one or more other features, numbers, steps, actions, components, parts, or combinations thereof.

[0061] In describing the invention with reference to the attached drawings, identical components are assigned the same reference numerals, and redundant descriptions of identical components are omitted. Furthermore, in describing the invention, if it is determined that a detailed description of related prior art could unnecessarily obscure the essence of the invention, such detailed description is omitted.

[0063] An active mapping control device according to one embodiment of the present invention relates to a control device that controls the control targets (2, 3) using a PWM duty command, comprising a controller (1) including a sensing unit (11) that detects information required for control as shown in FIG. 2, a judgment unit (12) that calculates a target current required for driving a control target based on the information, and a control unit (10) that receives the target current and calculates a corresponding driving duty to control the control target, and a control target (2, 3) connected to the controller (1).

[0064] Although the control device shown in FIG. 2 relates particularly to an electronically controlled suspension system (ECS), the active mapping control device and active mapping control method of the present invention can be applied to any type of control device that calculates the target current required for driving a control target and controls it using a PWM duty command; therefore, the following description will be based on general control devices and control methods.

[0065] The control unit (10) of the controller (1) shown in FIG. 2 comprises: a target current and temperature checking unit (102) that checks the target current calculated by the judgment unit (12) and checks the current temperature input from the sensing unit (11); a data judgment unit (103) that determines whether a target duty corresponding to the current temperature and the calculated target current is stored; a target duty setting unit (104) that reads out the target duty if the target duty is stored, and calculates the target duty at the calculated target current and current temperature from the stored saturation current and temperature data for each target duty if the target duty is not stored; a peak time setting unit (105) that calculates the peak time from the target duty set by the target duty setting unit (104) and the peak time at the first driving duty and the peak time at the second driving duty stored; and whether the value obtained by multiplying the control cycle by a factor of 2 is smaller than the peak time, and whether the current cycle time is It includes a peak time determination unit (106) that determines whether the peak time has passed or whether the current cycle time is within 1 control cycle from the peak time, a target duty upper limit determination unit (107) that determines whether the value obtained by multiplying the target duty by a certain multiple is greater than the maximum driving duty, a control duty setting unit (108) that sets one of the calculated target duty, the maximum driving duty, or the target duty obtained by multiplying by a certain multiple as the control duty, a target current determination unit (109) that determines whether the target current has changed or has reached the target current, and a control duty compensation unit (110) that compensates the control duty.

[0066] And the controller (10) includes a data storage unit (101) in which information necessary for control is stored, and the data storage unit stores saturation current and temperature data for each target duty, and peak time data for the first driving duty and peak time data for the second driving duty, so that when the target duty is not stored, the target duty setting unit (105) calculates the target duty at the calculated target current and current temperature from the saturation current and temperature data for each target duty stored in the data storage unit (101), and the peak time setting unit (105) can calculate the peak time from the target duty set in the target duty setting unit (105) and the peak time data for the first driving duty and peak time data for the second driving duty stored in the data storage unit.

[0068] In the embodiment shown in FIG. 3, the data storage unit (101) is shown to be included within the control unit (10), but the data storage unit (13) may be located outside the control unit (10) and inside the controller (1) as shown in FIG. 2, and may, of course, be located outside the controller if necessary.

[0069] In addition, the first driving duty may be the minimum driving duty, and the second driving duty may be the maximum driving duty.

[0070] And the peak time data at the first driving duty and the peak time data at the second driving duty, which are stored in the data storage unit (101), may be acquired during the product development process or inspection process stage before the shipment of the control device and stored before shipment.

[0071] In addition, the saturation current and temperature data for each target duty, which are stored in the data storage unit (101), may be stored as a current / duty ratio obtained by dividing the saturation current at the corresponding temperature by the duty.

[0072] And the saturation current at a specific temperature and duty cycle stored in the data storage unit may be a current value measured by applying a duty cycle to the control target at a time when the operation of the control target is not required. For example, if the control device of the present invention is applied to an electronically controlled suspension system, the saturation current value detected by applying a duty cycle at a time when the operation of the electronically controlled suspension system is not required, such as when the vehicle is stopped, may be stored.

[0073] In addition, if the measured saturation current value changes by more than a certain percentage compared to the stored saturation current value, it can be determined that the device is in an abnormal state. For example, if the newly detected saturation current value changes by more than 10% compared to the stored saturation current value at a specific temperature and duty condition, it is determined that the device is in an abnormal state and a warning is given to the operator, or corresponding control is performed according to the abnormal state.

[0075] Additionally, as shown in FIG. 4, the controller may be composed of a vehicle platform controller (4', VPC, Vehicle Platform Controller) and an integrated IO controller (1'), the judgment unit (12') is included inside the vehicle platform controller (4'), the sensing unit (11) and the control unit (10) are included in the integrated IO controller (1'), and the control target (2, 3) may be connected to the integrated IO controller (1').

[0076] In the embodiment shown in FIG. 4, the data storage unit (13) is shown to be located outside the control unit (10) and inside the integrated IO controller (1'), but the data storage unit (13) may be located inside the control unit (10), and if necessary, it may be located in the vehicle platform controller (4') outside the integrated IO controller (1').

[0078] Next, as shown in FIG. 5, for the execution of the active mapping control device and active mapping control method of the present invention, a peak time data storage step and a target duty data storage step in the pre-shipping stage, a saturation current measurement storage step while stopped and a control step while driving in the post-shipping stage may be performed.

[0079] That is, the saturation current and temperature data for each target duty and the peak time data for the first driving duty and the second driving duty, which are stored in the control device described above, can be acquired and stored during the product development process or inspection process stage before shipment, as shown in FIG. 5.

[0080] Referring to FIG. 5 (a), the peak time data at the first driving duty and the peak time data at the second driving duty can be stored for each driving duty by recording the current change detected over time in the control target when, for example, the first driving duty is applied as a minimum driving duty with a 10% duty signal and the second driving duty is applied as a maximum driving duty with a 100% duty signal, and the peak time, which is the time when the current shows a peak, and the saturation current. That is, the peak time and saturation current can be obtained from the current curve detected over time by driving the control target with the driving duty, and the peak time data at the first driving duty and the peak time data at the second driving duty can be stored therefrom.

[0081] For example, as shown in Fig. 5 (a), when the driving duty is 10%, the peak time is measured as 1 ms (milli-second), and when the driving duty is 100%, the peak time is measured as 5 ms. This value can be stored.

[0082] And, although the relationship between the driving duty and the peak time is not shown in the drawing, it can be represented on a coordinate system where the driving duty is on the x-axis and the peak time is on the y-axis. If the peak time is 1 m / s when the driving duty is 10% and the peak time is 5 m / s when the driving duty is 100%, the driving duty and the peak time are expressed as a linear relationship with a constant slope. Therefore, from this linear relationship, the peak time for a specific target duty between a minimum driving duty of 10% and a maximum driving duty of 100% can be calculated.

[0083] The peak time based on the specific target duty calculated here is used as a criterion to determine whether the current cycle time is before or after the peak time has elapsed.

[0084] In addition, the temperature conditions at which the peak time and saturation current values ​​are obtained are also checked and stored. The temperature may be measured by a temperature sensor installed inside the controller, or it may be measured by a temperature sensor installed on the controlled object to measure the temperature of the controlled object more accurately.

[0085] Referring to FIG. 5 (b), the saturation current detected in the control target is represented as a 3D surface plot with the driving duty set to 10%, 50%, and 100%, respectively, and the temperature conditions inside the controller (1, 1') set to -30℃, -10℃, 10℃, 20℃, and 50℃, and the saturation current and temperature data for each target duty can be stored as saturation current data corresponding to the target duty and temperature.

[0086] And based on the target duty data corresponding to the above temperature and saturation current, the target duty corresponding to the temperature condition detected by the sensing unit of the controller and the target current calculated by the judgment unit can be calculated by interpolation.

[0087] Next, the temperature condition and the peak time at the target duty can be calculated using interpolation from the peak time data at the first driving duty and the second driving duty and the calculated target duty value.

[0088] And the above-calculated target duty and peak time are used in the process of determining the control duty applied when the control unit of the active mapping control device of the present invention controls the control target.

[0090] Next, FIG. 6 is a configuration diagram showing the main control process of an active mapping control method according to another embodiment of the present invention, comprising: a sensing unit for detecting information required for control; a judgment unit for calculating a target current required for driving a control target based on the information; a control unit for receiving the target current and calculating a corresponding driving duty to control the control target; and a control device for controlling the control target using a PWM duty command, wherein the control target is connected to the controller.

[0091] (a) A target current and temperature verification step for verifying the calculated target current and the current temperature; (b) A data judgment step for determining whether a target duty corresponding to the current temperature and the calculated target current is stored; (c) A target duty setting step for retrieving the target duty if it is stored, and calculating the target duty at the calculated target current and current temperature from the target duty data corresponding to the stored temperature and saturation current if it is not stored; (d) A peak time setting step for calculating the peak time from the set target duty and the peak time at the stored minimum driving duty and maximum driving duty data; (e) A control duty setting step for setting the control duty based on the target duty; (f) A target current arrival judgment step for determining whether the target current has been reached by verifying the detected current of the control target operated by the set control duty; (g) A compensation duty if it is determined that the target current has not been reached An active mapping control method is described, characterized by including a step for calculating a compensation duty.

[0092] In addition, prior to the control duty setting step of step (e) above, a zero-cycle peak time determination step is performed in step (e-1) to determine whether the value obtained by multiplying the control cycle by 2 is smaller than the peak time, and following the control duty setting step of step (e) above, a target current change determination step in step (e+1) to determine whether the target current has changed by checking the target current, and a peak time elapsed determination step in step (e+2) to determine whether the current cycle time has elapsed the peak time may be additionally included.

[0093] Steps (a) through (g) correspond to each process on the flowchart of FIG. 7, where step (a) corresponds to a process (s120) for checking the target current and temperature, step (b) corresponds to a process (s130) for determining whether the target duty corresponding to the target current and temperature exists as data, step (c) corresponds to a process (s140) for reading out the target duty if the target duty is stored, and a process (s141) for calculating the target duty if the target duty is not stored, and step (d) corresponds to a process (s150) for calculating the peak time.

[0094] And the control duty setting step of step (e) above corresponds to the process of determining the 0-cycle peak time (s160) of step (e-1) above, where if the value obtained by multiplying the control cycle by 2 is not smaller than the peak time, the process of setting the target duty as the control duty (s170); and if the value obtained by multiplying the control cycle by 2 is smaller than the peak time, the process of determining whether the value obtained by multiplying the target duty by a certain multiplier exceeds 100 (s171), and if it exceeds 100, the process of setting 100% as the control duty (s174); and if it does not exceed 100, the process of setting the value obtained by multiplying the target duty by a certain multiplier as the control duty (s173).

[0095] In addition, the peak time elapsed control step (e+2) above may include a process (s230) for determining whether the current cycle time has elapsed the peak time, after setting the target duty as the control duty when the value obtained by multiplying the control cycle by 2 in the 0-cycle peak time determination step of the above (e-1) is not less than the peak time, and then determining whether the current cycle time has elapsed the peak time, and if the value obtained by multiplying the control cycle by 2 in the 0-cycle peak time determination step of the above (e-1) is less than the peak time, determining whether the value obtained by multiplying the target duty by a certain multiplier exceeds 100, and if it exceeds 100, setting 100% as the control duty, and if it does not exceed 100, setting the value obtained by multiplying the target duty by a certain multiplier as the control duty, and then determining whether the current cycle time corresponds to within 1 control cycle prior to the peak time (s260), and a process (s270) for setting the target duty as the control duty.

[0096] And the step of determining whether the target current has been reached in step (f) above corresponds to a process (s320) for determining whether the target current has been reached, and if it is determined that the detected current has reached the target current, a process (s340) for maintaining the control duty is performed, and then a process (s350) for storing the current / duty ratio, which is the value obtained by dividing the target current by the control duty, is performed.

[0097] In addition, the compensation duty calculation step of step (g) above corresponds to a process (s330) of calculating a compensation duty based on the value obtained by subtracting the detected current from the target current and dividing it by the slope of the target duty versus the target current under current temperature conditions, adding this value to the control duty value to calculate a duty compensation value, and then setting this as a new control duty.

[0098] And prior to the above step (a), a process (s110) for initializing the current cycle time may be performed.

[0100] To make the above control method easier to understand, it is explained based on specific embodiments as follows.

[0101] As shown in Fig. 5 (a),

[0102] Peak time 1ms at 10% duty cycle

[0103] A peak time of 5ms at 100% duty is stored, and

[0104] And as shown in Fig. 8,

[0105] Target duty of 50% corresponding to a temperature of 50℃ and a target current of 1.3A,

[0106] Target duty of 50% corresponding to a temperature of 20℃ and a target current of 1.05A,

[0107] Target duty of 100% corresponding to a temperature of 50℃ and a target current of 2.5A,

[0108] For example, consider the case where four stored data points with a target duty of 100% corresponding to a temperature of 20℃ and a target current of 2.0A are used.

[0109] And, it is assumed that in the judgment unit that calculates the target current required to drive the control target, the target current is calculated as, for example, 1.6A and transmitted to the control unit, and at that time, the current temperature of the control unit is confirmed to be 30℃ (s120).

[0110] The control unit first checks whether there is target duty data corresponding to a target current of 1.6A and a current temperature of 30℃ (s130).

[0111] In this case, since the target duty data corresponding to the target current of 1.6A and the current temperature of 30℃ is not stored, the target duty must be calculated from the four stored data (s141). As shown in FIG. 8, the target duty at the target current of 1.6A and the current temperature of 30℃ can be calculated from the four data by an interpolation method.

[0112] Known interpolation methods such as polynomial interpolation and spline interpolation may be adopted as the interpolation methods applied here, but below, the case where the simplest of them, linear interpolation or linear interpolation, is applied is explained.

[0113] First, based on the temperature and target current values ​​at the above target duty of 50%, the target current (1) value at the target duty of 50% and current temperature of 30℃ is calculated as follows, and

[0114] (1.3 - 1.05) / (50 - 20) * (30 - 20) + 1.05 = 1.13333A

[0115] Next, the target current (2) value at a target duty of 100% and a current temperature of 30℃ is calculated as follows.

[0116] (2.5 - 2.00) / (50 - 20) * (30 - 20) + 2.00 = 2.16667A

[0117] And from the above values ​​(1) and (2), the slope of the target current versus target duty at the current temperature of 30℃ can be calculated as follows.

[0118] (2.16667 - 1.1333) / (100 - 50) = 0.020667

[0119] And from the above slope, the target duty corresponding to the target current of 1.6A can be calculated as follows (s141).

[0120] Target Duty = (1.6 - 1.1333) / 0.020667 + 50 = 72.58%

[0122] Next, the peak time at 72.58% duty is calculated as follows by linear interpolation from the stored peak time values ​​of 1ms at 10% duty and 5ms at 100% duty (s150).

[0123] Peak time = (5 - 1) / (100 - 10) * 72.58 = 3.2258ms

[0124] That is, the peak time under the current control conditions is calculated to be 3.2258ms.

[0125] As described above, once the target duty and peak time are calculated, it is then determined whether the value obtained by multiplying the control cycle by 2 is smaller than the peak time (s160).

[0126] Here, if the control cycle is 1ms as in a general ECS controller, 2ms, which is twice 1ms, is smaller than the calculated peak time 3.22581, so next, it is determined whether the value obtained by multiplying the calculated target duty of 72.58% by a constant multiplier exceeds 100 (s171), and Figure 7 shows the case where 1.5 is applied as the constant multiplier.

[0127] And in this case, 72.58% * 1.5 = 108.87, which exceeds 100, so the control duty is set to 100% to control the target (s174).

[0128] Here, a constant multiplier of 1.5 was applied, but the above constant multiplier value can be set according to the situation of the control device depending on how quickly the target current of the controlled object is raised or lowered, and the above constant multiplier can also be set differently depending on how short the control cycle is.

[0130] Next, it is determined whether the current cycle time is within 1 control cycle from the peak time (s260), and the control duty is set accordingly.

[0131] That is, when the peak time calculated under the current control conditions is 3.2258ms and the current cycle time is smaller than 3.22581-1.0=2.22581ms, which is within one control cycle of this peak time, the above 100% control duty is applied to control the control target, and when the current cycle time is greater than 2.22581ms, the above calculated target duty of 72.58% is used as the control duty to control the control target.

[0132] The reason for performing such control can be explained with reference to Fig. 9. Until the current cycle time is 2ms, a 100% control duty is applied so that the control target can rise to the target current more quickly. Then, when the current cycle time is 3ms, which is within one cycle from the peak time of 3.2228ms, a target duty of 72.58% is applied as the control duty, thereby enabling stable control with reduced overshoot.

[0133] Next, the detected current of the control target operated by the above control duty is checked (s310), and it is determined whether the target current has been reached (s320). If the detected current is measured as 1.4A, the duty compensation value is calculated as follows using the value of 0.020667 calculated from the slope of the target current versus the target duty at the current temperature of 30℃.

[0134] (1.6 - 1.4) / 0.020667 + 72.58 = 82.26%

[0135] And since the duty compensation value calculated above is smaller than the Max duty of 100%, 82.26% is set as the subsequent control duty to control the target.

[0136] That is, as shown in Fig. 10, control is performed at a target current of 1.6A, but if the current detected current is 1.4A, compensation is performed by increasing the control duty from 72.58% to 82.26% to control the system to reach the target current more quickly.

[0137] Meanwhile, when the target current is reached, the current target duty is maintained until the target current is changed to a new value (s340).

[0138] And whether the target current has been reached can be determined based on whether the detected current falls within the range of the value to which an allowable tolerance has been applied to the target current value.

[0139] In addition, the processes for verifying the target current (s210, s240, s310) and the processes for determining whether the target current has changed (s220, s250, s360) in FIG. 7 are processes for verifying whether the target current required for driving the control target has been newly calculated and input to the control unit in the judgment unit of the active mapping control device of the present invention, and for determining whether the target current has changed, and may be additionally included to respond to control in a system where the target current changes rapidly, such as an ECS controller during driving on rough terrain.

[0140] That is, if the target current changes before the current cycle time has elapsed by the peak time, the method can be returned to the initial step of the active mapping control method of the present invention so that control corresponding to the new target current is performed, the current cycle time is initialized (s110), and the process can be performed again starting from the target current and temperature verification step (s120).

[0142] Meanwhile, the processes shown in the flowchart of Fig. 7 can be broadly divided into Stage I, Stage II, and Stage III as shown in the figure, and Stage I refers to the process performed when the current cycle is 0 cycles, Stage II refers to the process from after 0 cycles until before peak time, and Stage III refers to the process after peak time.

[0143] Here, 0 cycle refers to the first control cycle. For example, when control is performed with a control cycle of 1ms, it refers to the control cycle before reaching 1ms from the 0ms point where control is performed. Therefore, 1 cycle can refer to the second control cycle, which is the control cycle before reaching 2ms from the 1ms point.

[0144] That is, the process from the process (s110) for initializing the current cycle time shown in FIG. 7 to the process (s170, s173, s174) corresponding to step (e) is Step I, which means the execution step before reaching 1ms from the point of 0 cycle, i.e., 0ms; the process (s230) for determining whether the current cycle time has exceeded the peak time, the process (s260) for determining whether the current cycle time has exceeded the time excluding the control cycle from the peak time, and the process (s270) for setting the control duty to the target duty are Step II, which means the execution step from after the 0 cycle until reaching the peak time; and the process (s320) for determining whether the target current has been reached and the process (s330) for compensating the duty are Step III, which is the process performed when the current cycle time has exceeded the peak time.

[0146] In the embodiment of the present invention described above, FIG. 8 and the detailed description of the invention with reference thereto, only four saturation currents at 20°C and 50°C at duty 50% and 100%, respectively, were described as stored data; however, the number of data stored at the time of initial vehicle shipment can be measured and stored under more duty and temperature conditions than this, and this can be stored by taking into account the size of the non-volatile memory (NVM) used as a data storage unit.

[0147] In addition, these data are values ​​set for the initial operation of the vehicle after delivery, and can be stored and used as current measurements are updated under various temperature ranges and duty conditions while the vehicle is operated.

[0148] That is, even when the vehicle is in operation after delivery, the current value measured by applying a duty cycle at a time when the system's operation is not required, such as when the vehicle is stationary, can be stored and used. Since the current value measured at this time must be a saturated current value, it can be measured as a value that does not increase further after a certain period of time due to the applied duty cycle.

[0149] Therefore, the active mapping control device and the active mapping control method of the present invention can also reflect changes in characteristics due to the aging of the vehicle in the control.

[0151] As another embodiment of the present invention, the active mapping control device described above may be applied to an electronically controlled suspension system to form an active mapping electronically controlled suspension system, in which case the control target is a solenoid valve of a continuously variable damper mounted on a wheel as shown in FIG. 1, and the judgment unit of the controller can calculate a target current that generates a target damping force.

[0152] At this time, the sensing unit can measure the vehicle's 3-axis acceleration, 3-axis rotational speed, and temperature as shown in FIG. 2, and the target damping force of the judgment unit can be calculated based on steering information, vehicle speed, external road conditions, and vehicle driving mode information obtained from various controllers.

[0154] In addition, as another embodiment of the present invention, a control method for an active mapping electronic control suspension system applying the active mapping control method described above is provided, wherein the control target is a solenoid valve of a continuously variable damper mounted on a wheel, and the judgment unit of the controller can calculate a target current that generates a target damping force.

[0156] The above detailed description of the present invention describes only specific embodiments thereof. However, it should be understood that the present invention is not limited to the specific forms mentioned in the detailed description, but rather should be understood to include all variations, equivalents, and substitutions within the spirit and scope of the invention as defined by the appended claims. Explanation of the symbols

[0158] 1: Electronic Control Suspension (ECS) Controller 1': Integrated IO Controller 2: Front wheel continuously variable damper 3: Rear continuously variable damper 4: Various controllers 4': Vehicle platform controller 10: Control unit 11: Sensing unit 12: Judgment Department 12': Judgment part 13: Data storage unit 20: Solenoid valve 101: Data storage unit 102: Target Current and Temperature Verification Unit 103: Data Judgment Unit 104: Target Duty Settings 105: Peak Time Setting Section 106: Peak Time Determination Unit 107: Target Duty Upper Limit Judgment Unit 108: Control Duty Setting Section 109: Target Current Determination Unit 110: Control Duty Compensation Department

Claims

Claim 1 A control device comprising a controller including a sensing unit for detecting information necessary for control, a judgment unit for calculating a target current necessary for driving a control target based on the information, and a control unit for receiving the target current and calculating a corresponding driving duty to control the control target, and a control target connected to the controller, wherein the control device controls the control target using a PWM duty command, wherein the control unit of the controller comprises: a target current and temperature verification unit that verifies the target current calculated by the judgment unit and verifies the current temperature input from the sensing unit; a data judgment unit that determines whether a target duty corresponding to the current temperature and the calculated target current is stored; a target duty setting unit that reads out the target duty if the target duty is stored, and calculates the target duty at the calculated target current and current temperature from the target duty data corresponding to the stored temperature and saturation current if the target duty is not stored; and a target duty set by the target duty setting unit and a peak time at the stored first driving duty and a second An active mapping control device characterized by comprising: a peak time setting unit that calculates a peak time from peak time data in a driving duty; a peak time determination unit that determines whether a value obtained by multiplying a control cycle by a multiple of 2 is smaller than the peak time, whether the current cycle time has exceeded the peak time, or whether the current cycle time is within one control cycle from the peak time; a target duty upper limit determination unit that determines whether a value obtained by multiplying the target duty by a certain multiple is greater than the maximum driving duty; a control duty setting unit that sets one of the calculated target duty, the maximum driving duty, or the target duty multiplied by a certain multiple as the control duty; a target current determination unit that determines whether the target current has changed or has reached the target current; and a control duty compensation unit that compensates the control duty. Claim 2 An active mapping control device according to claim 1, wherein the controller includes a data storage unit in which information necessary for control is stored, and the data storage unit stores target duty data corresponding to temperature and saturation current, and peak time data for a first driving duty and a second driving duty, wherein the target duty setting unit calculates the target duty at the current temperature and the calculated target current from the target duty data corresponding to temperature and saturation current stored in the data storage unit when the target duty is not stored, and the peak time setting unit calculates the peak time from the target duty set in the target duty setting unit and the peak time data for a first driving duty and a second driving duty stored in the data storage unit. Claim 3 In paragraph 2, the active mapping control device is characterized in that the data storage unit is included within the control unit. Claim 4 An active mapping control device according to paragraph 2, characterized in that the first driving duty is a minimum driving duty and the second driving duty is a maximum driving duty. Claim 5 In paragraph 2, the active mapping control device is characterized in that the peak time data at the first driving duty and the peak time data at the second driving duty, which are stored in the data storage unit, are acquired during the product development process or inspection process stage prior to the shipment of the control device and stored before shipment. Claim 6 An active mapping control device according to claim 2, characterized in that the target current and temperature data for each driving duty, stored in the data storage unit, are stored as a current / duty ratio obtained by dividing the saturation current at the corresponding temperature by the duty. Claim 7 An active mapping control device according to claim 2, wherein the saturation current at a specific temperature and duty cycle stored in the data storage unit is characterized by storing a current value measured by applying a duty cycle to the control target at a time when operation of the control target is not required. Claim 8 An active mapping control device according to claim 7, characterized in that it determines an abnormal state of the device when the measured saturation current value changes by more than a certain percentage compared to the stored saturation current value. Claim 9 An active mapping control device according to claim 1, wherein the controller is composed of a vehicle platform controller (VPC) and an integrated IO controller, the judgment unit is included within the vehicle platform controller, the sensing unit and the control unit are included in the integrated IO controller, and the control target is connected to the integrated IO controller. Claim 10 A control method for a control device that controls a control target using a PWM duty command, comprising: a controller including a sensing unit for detecting information necessary for control; a judgment unit for calculating a target current necessary for driving a control target based on the information; and a control unit that receives the target current and calculates a corresponding driving duty to control the control target; and a control target connected to the controller, wherein the control target is controlled by a PWM duty command, the method comprises: (a) a target current and temperature verification step for verifying the calculated target current and verifying the current temperature; (b) a data judgment step for determining whether a target duty corresponding to the current temperature and the calculated target current is stored; (c) a target duty setting step for reading out the target duty if the target duty is stored, and, if the target duty is not stored, calculating the target duty at the calculated target current and current temperature from the target duty data corresponding to the stored temperature and saturation current; and (d) calculating a peak time from the set target duty and the peak time at the minimum driving duty and the peak time at the maximum driving duty stored. An active mapping control method characterized by including: a peak time setting step; (e) a control duty setting step for setting a control duty based on the target duty; (f) a target current arrival determination step for determining whether the target current has been reached by checking the detected current of a control target operated by the set control duty; and (g) a compensation duty calculation step for calculating a compensation duty when it is determined that the target current has not been reached. Claim 11 An active mapping control method according to claim 10, characterized in that, prior to the control duty setting step of step (e) above, (e-1) a zero-cycle peak time determination step is performed to determine whether a value obtained by multiplying the control cycle by a multiple of 2 is smaller than the peak time; and following the control duty setting step of step (e) above, (e+1) a target current change determination step is performed to check the target current and determine whether the target current has changed; and (e+2) a peak time elapsed control step is additionally included to set and control the control duty according to whether the current cycle has elapsed the peak time. Claim 12 In claim 11, the control duty setting step of step (e) is characterized by: if the value obtained by multiplying the control cycle by 2 in the zero-cycle peak time determination step of step (e-1) is not smaller than the peak time, setting the target duty as the control duty; if the value obtained by multiplying the control cycle by 2 is smaller than the peak time, determining whether the value obtained by multiplying the target duty by a certain multiplier exceeds 100; if it exceeds 100, setting 100% as the control duty; and if it does not exceed 100, setting the value obtained by multiplying the target duty by a certain multiplier as the control duty. Claim 13 In claim 11, the peak time elapsed determination step of step (e+2) is characterized by: if the value obtained by multiplying the control cycle by 2 in the zero-cycle peak time determination step of step (e-1) is not less than the peak time, setting the target duty as the control duty; subsequently determining whether the current cycle has elapsed the peak time; if the value obtained by multiplying the control cycle by 2 in the zero-cycle peak time determination step of step (e-1) is less than the peak time, determining whether the value obtained by multiplying the target duty by a certain multiplier exceeds 100; if it exceeds 100, setting 100% as the control duty; if it does not exceed 100, setting the value obtained by multiplying the target duty by a certain multiplier as the control duty; and subsequently, if the current cycle corresponds to within 1 control cycle prior to the peak time, setting the target duty as the control duty. Claim 14 In claim 10, an active mapping control method characterized by maintaining the target duty when it is determined that the detected current has reached the target current in the target current arrival determination step of step (f) above. Claim 15 An active mapping electronic control suspension system applying an active mapping control device according to any one of claims 1 to 9, wherein the control target is a solenoid valve of a continuously variable damper mounted on a wheel, and the judgment unit of the controller calculates a target current that generates a target damping force. Claim 16 In claim 15, the active mapping electronic control suspension system is characterized in that the sensing unit measures the 3-axis acceleration, 3-axis rotational speed, and temperature of the vehicle. Claim 17 In claim 15, the active mapping electronic control suspension system is characterized in that the target damping force of the judgment unit is calculated based on steering information, vehicle speed, external road conditions, and vehicle driving mode information acquired from various controllers. Claim 18 A control method for an active mapping electronically controlled suspension system applying an active mapping control method according to any one of claims 10 to 14, wherein the control target is a solenoid valve of a continuously variable damper mounted on a wheel, and the judgment unit of the controller calculates a target current that generates a target damping force.

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