Method for controlling shock absorbers of a motor vehicle

Abstract

The invention relates to a method for controlling shock absorbers of a motor vehicle, the method comprising a step of acquiring control information and a step (32) of determining at least one control parameter of the shock absorbers on the basis of the control information, according to a control law, the step of acquiring control information comprising a step (30) of digitally modelling a profile of at least one irregularity in front of the vehicle, the step (32) of determining at least one control parameter of the shock absorbers operating the control law on the basis of data from control information originating from the modelling or, alternatively, on the basis of data from control information obtained by instantaneous reaction when passing over the irregularity.

Description

Description Title of the invention: Method for controlling shock absorbers of a motor vehicle

[0001] The invention relates to a method for controlling shock absorbers of a motor vehicle.

[0002] In this field, methods are known which implement a step of acquiring control information and a step of determining one or more control parameters of said dampers, as a function of said control information. The determination of the control parameters is carried out according to a control law using the information obtained during the acquisition step to control the dampers by adapting their rigidity.

[0003] Conventionally, said control information makes it possible to account for parameters or stresses that the vehicle is subjected to and to obtain optimized behavior of the shock absorbers. It is thus known to use information collected by sensors such as speed or travel sensors.

[0004] When the vehicle passes over an irregularity in the road surface, the control laws are used, taking into account the information collected when crossing the irregularity.

[0005] A disadvantage of such an operating mode is that the response times do not allow the shock absorbers' reaction to be adapted in an optimized way.

[0006] To avoid such a disadvantage, it has already been proposed to detect irregularities in front of the vehicle and to control the shock absorbers using this information. This makes it possible to anticipate the actions to be implemented and to limit the impact of the start of a load on the vehicle by dissipating more energy earlier.

[0007] However, the known methods in this sense do not take into account a possible failure of the sensors providing the information in advance. In such a case, the behavior of the shock absorbers may be different on the same road. For example, a method using information obtained in advance and operating in a driving mode corresponding to a "comfort" mode may offer a higher level of damping than the same method operating in a driving mode corresponding to a "sport" mode in a situation where the information obtained in advance is not available. This may be disturbing for a user who expects a different behavior from his vehicle. He will then have difficulty determining the correct driving attitudes for the future, which may be dangerous both for himself and for third parties.

[0008] The invention aims to at least partially overcome the above drawbacks. and proposes for this purpose a method for controlling shock absorbers of a motor vehicle, said method comprising a step of acquiring control information and a step of determining at least one control parameter of said shock absorbers, as a function of said control information, according to a control law, said step of acquiring information comprising a step of carrying out a digital modeling of a profile of at least one irregularity in front of said vehicle, said step of determining at least one control parameter of said shock absorbers using said control law from data of the control information originating from said modeling or, alternatively, from data of the control information, obtained by instantaneous reaction when passing over said irregularity.

[0009] In this way, by also exploiting the control law provided for the control of the shock absorbers from the information collected instantaneously in the case where the control is carried out from the information obtained in advance, the reaction from the modeled profile is of the same nature as the simultaneous reaction, even if it is possibly not exactly of the same degree. The difference in feeling for the user is thus limited if the modeling of the profile is not available.

[0010] According to various additional characteristics of the invention, which may be taken together or separately and which form as many embodiments of the invention: - said step of determining at least one control parameter of said dampers uses said control law with the control information data originating from said modeling with an anticipation time compared to an use of said control law with the control information data obtained by instantaneous reaction, - said step of carrying out the modeling of the profile allows a determination of points of interest of the irregularity, the data of the control information obtained by instantaneous reaction and the data of the control information obtained by modeling from said points of interest make it possible to give a close or similar image of the same one of said irregularities, said step of acquiring information comprises a step of recording a configuration of a roadway in front of said vehicle in order to supply said step of carrying out the modeling, said step of carrying out the modeling comprises a step of analyzing the irregularity, - said step of carrying out the modeling includes a step of filtering the information received, prior to the step of analyzing the irregularity, - the said irregularity analysis step makes it possible to issue a category of the profile of the irregularity, - the said categories are chosen from speed bumps, speed bumps, road connections, ridges, potholes or low-frequency bad roads, - said method comprises a step of delaying a transmission of said control information originating from said modeling, said delaying step takes into account a speed of the vehicle, a distance between the vehicle and the irregularity and / or a response time of a system responsible for controlling the shock absorbers, said method comprises a step of authorizing detection of the profile and / or a step of determining a trajectory of the wheels, said method comprises a step of canceling a transmission of data of said control information originating from said modeling, said cancellation step occurs during said delaying step, as a function of information noted during the step of authorizing detection of the profile and / or the step of determining the trajectory of the wheels, - said method comprises a step of monitoring a reaction of the vehicle to said irregularity, - said step of determining at least one control parameter of said shock absorbers is configured to switch from an exploitation of the control law according to said modeling to an exploitation of the control law by instantaneous reaction as a function of said reaction of the vehicle when passing over said irregularity.

[0011] The invention will be better understood, and other aims, details, characteristics and advantages thereof will appear more clearly during the detailed explanatory description which follows, of at least one embodiment of the invention given by way of purely illustrative and non-limiting example, with reference to the appended schematic drawings among which:

[0012] [Fig.l] schematically illustrates information obtained in accordance with an information acquisition step according to a shock absorber control method according to the invention;

[0013] [Fig.2] schematically illustrates an example of implementation of said information acquisition step;

[0014] [Fig.3] schematically illustrates a road profile comprising an irregularity and an example of methods for taking said irregularity into account according to the method according to the invention;

[0015] [Fig.4] schematically illustrates an example of implementation of the process in accordance with the invention;

[0016] [Fig.5] schematically illustrates a road profile comprising an irregularity and an example of methods for taking said irregularity into account according to the method in accordance with the invention with and without modeling of the irregularity;

[0017] [Fig.6] schematically illustrates an example of methods of implementing the method according to the invention in a particular case.

[0018] The invention relates to a method for controlling shock absorbers of a motor vehicle. Said method comprises a step of acquiring control information and a step of determining at least one control parameter of said shock absorbers, as a function of said control information, according to a control law. Using said control parameter(s), determined by said control law, the method according to the invention makes it possible to trigger corrective actions by influencing the behavior of the shock absorbers to have variable damping, adapted to the context identified by the control information.

[0019] Said steps of acquiring information and determining at least one control parameter are carried out, for example, using a management system on board the vehicle, in particular a digital information processing management system comprising microprocessors.

[0020] As illustrated in [Fig.l], said information acquisition step comprises a step of producing a digital model 4a, 4b of a profile of an irregularity 2a, 2b in front of said vehicle.

[0021] Preferably, said step of acquiring information further comprises a step of recording a configuration of a roadway 1 in front of said vehicle.

[0022] For this, the vehicle management system comprises, for example, a camera. Preferably, said camera is equipped with a digital processing unit making it possible to carry out a digital modeling of the profile of the roadway 1 and more particularly the modeling 4a, 4b of the profile of said irregularities.

[0023] Alternatively, said camera provides raw images and the management system is equipped with a digital image processing module to extract said modeling 4a, 4b.

[0024] Alternatively, said management system includes any other equipment such as a LIDAR making it possible to model the roadway profile and more particularly the modeling 4a, 4b of the profile of said irregularities.

[0025] Said profile corresponds here to a height, relative to a road plane, of a part of the roadway 1, located on a tread 8a, 8b, said tread being located on an estimated trajectory of the vehicle wheels, in particular the left wheels for the tread marked 8a and the right wheels for the tread marked 8b.

[0026] According to the embodiment mentioned above, the method according to the invention advantageously comprises a step of producing a digitized image 6 of the space in front of the vehicle and / or a step of determining the trajectory of the wheels of the vehicle on the roadway 1. The modeling of the profile of the roadway 1 along the trajectory of the wheels and, within the latter, the profile of the irregularity or irregularities 4a, 4b, is extracted from said digitized image 6 in the region of the treads 8a, 8b.

[0027] In [Fig.1], said modeling 4a, 4b of the profile is represented both in the digitized image 6, on the roadway 1, and in screens 9a, 9b, embedded in the digitized image 6. It can be seen that one 4a of the irregularities corresponding to the left wheel has a more elongated and rounded profile than the other 4b, corresponding to the right wheel.

[0028] There are two irregularities on roadway 1 here, at approximately the same distance from the vehicle and located respectively along the path of the left wheel and the right wheel of the vehicle.

[0029] The said configuration of the road surface is characterized, particularly in the case of the instruments mentioned above, using points spaced apart from each other by a fixed time. This gives, for example, the height of ten points per tread. The first points of each strip are located at a fixed distance from each wheel.

[0030] As illustrated in [Fig.2], according to the illustrated arrow 10a, at least some of the information desired to carry out said step of carrying out the modeling, referenced 30, comes from said step of recording the configuration of a roadway 1 in front of said vehicle. More precisely, here, the points obtained along the tread(s) thanks to the step of recording the configuration of said roadway 1 are used to supply said step 30 of carrying out the modeling.

[0031] In addition to said points obtained along the tread(s), the information used as input to said step 30 of carrying out the modeling includes, for example, information on the availability of said points, according to the illustrated arrow 10b.

[0032] Data of the control information obtained, in anticipation, at the output of said step 30 of carrying out the modeling of the profile of the irregularities, comprise, for example, information on the type of irregularities detected, according to an arrow marked lOh, information on the detection of a said irregularity, according to the arrow marked lOi, information on the detection of a descent, according to the arrow marked lOj, and / or information on the detection of a low-frequency bad road, according to the arrow marked lOk. This is the kind of data constituting the modeling of said profile of the irregularity(ies), detected in anticipation.

[0033] For this, said step 30 of carrying out the modeling firstly comprises here a step 12a of detecting road profiles. This step is carried out, for example, from the information 10a on said points delivered by the step of recording the configuration of the roadway 1, or even from the information 10b on the availability of said points. It makes it possible to deliver information on the profile of the roadway 1, according to the illustrated arrow 10c, and / or information on the status of said profiles of the roadway 1, according to the illustrated arrow 10d.

[0034] Said step 30 of carrying out the modeling also comprises a step 12b of filtering the information received and allowing detection of possible irregularities. It receives as input the information 10c on the profile of the roadway 1. Said filtering step further advantageously uses the information 10d on the status of said profiles of the roadway 1. It makes it possible to extract the said irregularity(ies) within the profile of the roadway 1, in the form of obstacles for a first of said filtering steps or of bad road for a second of said filtering steps.

[0035] Said step 30 of carrying out the modeling also includes a step 12h of detection authorization. This step makes it possible to verify that the detection of irregularities, in particular obstacles, is carried out under certain conditions of minimum validity of the information recorded on the heights of the points of the information 10a and / or in a given vehicle speed range. It is here supplied as input by the same information as the filtering step(s) 12b.

[0036] Said step 30 of carrying out the modeling also comprises a step 12c of analyzing the irregularity, in particular the obstacle(s). It is supplied with information obtained from the first filtering step 12b, according to an arrow marked 10g. It is also supplied with information delivered by the detection authorization step 12h, according to the arrow illustrated 10u. Said step 12c of analyzing the irregularity here firstly makes it possible to obtain a categorization of the profile of the irregularity and in this sense delivers the information 10h on the type of irregularity detected. It is therefore understood that the filtering step 12b occurs prior to the analysis step 12c, at least in the case of obstacles.

[0037] Said step 12c of irregularity analysis also makes it possible, directly or indirectly, to deliver the information lOi for detecting the irregularity, the information lOj for detecting the descent and / or the information 10k for detecting a bad road.

[0038] Said step 30 of carrying out the modeling also comprises a step 12d of verification of cancellation conditions and / or a step 12e of verification of detection thresholds. They are supplied with information obtained from step 12c of analysis of the irregularity, according to an arrow marked 10k. Step 12d of verification of cancellation conditions makes it possible, for example, to monitor whether the trajectory of the wheels remains intended to pass over the irregularities.

[0039] Said step 30 of carrying out the modeling also includes a step 12f of detecting the descent. It is supplied by the information 10k obtained from step 12c of analyzing the irregularity.

[0040] Said method, in particular said step 30 of carrying out the modeling, comprises at least one step 12g of delaying a transmission of the data of the control information originating from said modeling. A first of said delay steps 12g is here supplied by information from said step 12d of verification of cancellation conditions, according to the arrow marked 10m and information from said step 12c of analysis of the irregularity, according to the arrow marked 10n.

[0041] In the illustrated example, it can be seen that the second filtering step 12b makes it possible to obtain information, marked lOp, transmitted to the detection threshold verification step 12e. The latter makes it possible to obtain information, illustrated by an arrow marked lOq, transmitted to a second of the timing steps, in turn delivering the bad route detection information 10k.

[0042] Although not illustrated in this figure, said timing step(s) 12g advantageously take into account a speed of the vehicle, a distance between the vehicle and the irregularity and / or a response time of a system responsible for controlling the shock absorbers to calculate a time at the end of which the data of the control information originating from said modeling will be transmitted.

[0043] Thus, once the obstacle and / or the type of obstacle is detected, a delay is performed in order to trigger the corrective actions of the control law at the right time; that is to say with a delay necessary for the wheels to encounter the start of this obstacle (taking into account the radius of the wheel) minus the delay necessary for the system in charge of controlling the shock absorbers to be able to provide the necessary force.

[0044] This is particularly illustrated in [Fig. 3] where we find a first 14 of the wheels of the vehicle and a profile 4 of one of the irregularities. A first interval 16 marks the radius of said first wheel 14, a second interval 18 marks a distance to a detection point 20, characteristic of the first irregularity. It corresponds here to a peak of said first irregularity 4. A third interval 22 marks a distance depending on the obstacle. Its downstream end corresponds to said detection point 20. A fourth interval 24 illustrates the reaction time of the system responsible for controlling the shock absorbers, a downstream end of said fourth interval 24 corresponding to an upstream end of said third interval 22.A fifth interval 26, between a downstream end of said first interval 16 and an upstream end of said fourth interval 24, marks the distance to be covered by the vehicle before the transmission of the associated control information data. said profile and triggering the reaction of the system responsible for controlling the shock absorbers, said reaction occurring when the vehicle has reached the common point between the upstream end of said third interval 22 and the downstream end of the fourth interval 24, identified by a flash.

[0045] For example, the categories of irregularities determined in step 12c of irregularity analysis are chosen from speed bumps, speed bumps, road connections, ridges or potholes. As already seen, the method according to the invention also makes it possible to take into account the case of low-frequency bad roads.

[0046] Said step of carrying out the modeling of the profile advantageously allows a determination of points of interest of the irregularity, such as the detection point 20 mentioned above. Such a determination of the points of interest is carried out, for example according to the categories of irregularities.

[0047] For example, for a retarder, said points of interest extend along a rising edge, a plateau and / or a falling edge of the retarder, each of these parts possibly representing in itself an irregularity so that the reaction determined by the data of the control information obtained in anticipation can occur along one of the parts, even if the reaction took place instantaneously upstream.

[0048] In the case of speed bumps or speed bumps, said modeling step is configured to allow the isolation, after filtering and / or comparison with the configuration of the upstream roadway, of an attack or start of ascent on the irregularity and / or a start of descent of the irregularity, using one or more first value thresholds.

[0049] In the case of a pothole, said modeling step is configured to allow isolation, after filtering and / or comparison with the configuration of the upstream roadway, of a start of descent or creep of the irregularity and / or an attack or start of rise outside the irregularity, using one or more second value thresholds.

[0050] In the case of roadway or strip connections, said modeling step is configured to isolate, after filtering and / or comparison with the upstream roadway configuration, an attack of the irregularity, if the road configuration is between a third value threshold, low, and a fourth value threshold, high, during a delay, after an absolute value of a variation in the road configuration is greater than the fifth value threshold.

[0051] In the case of poor low-frequency roads, the said modeling step is configured to allow the isolation, after filtering and / or comparison with the configuration of the upstream roadway, of sections of road that could cause pumping movements of the vehicle, thanks to a bandpass filter comprising sixth value thresholds so as to differentiate different levels of low frequency bad roads.

[0052] As illustrated in [Fig.4], said step of determining at least one control parameter of said dampers, referenced 32, uses said control law from the data of the control information 1 Oh- 10k coming from said modeling or, alternatively, from data of the control information, obtained by instantaneous reaction when passing over said irregularity.

[0053] The control information data obtained by instantaneous reaction comes, for example, from dedicated sensors. When this data is taken into account, said vehicle is then in an operating mode in instantaneous control of said shock absorbers, without anticipation, whether or not there are irregularities on the road surface.

[0054] In this way, if profile modeling is not available, the reaction from the modeled profile is of the same nature as the simultaneous reaction, even if it is possibly not of exactly the same degree, and the differences in perception are limited.

[0055] Advantageously, the data of the control information obtained by instantaneous reaction and the control information obtained by modeling from said points of interest are developed in order to give a close or similar image of the same of said irregularities. In this way, the reactions obtained by said control law are close or similar regardless of the origin of the data.

[0056] For example, if the control law allows reacting according to an instantaneous detection of the rise on a speed bump, of the plateau of this speed bump as well as the descent of this speed bump, we will also seek to detect these same points of interest in front of the vehicle to trigger the corresponding strategies in advance. Thus, during the rolling of the vehicle, the rise on a speed bump can be detected either in advance or instantaneously, the same for the detections of the plateau and the descent. Each of these points of interest can be processed in this way so that a descent of an obstacle can be detected in advance even if the rise and the plateau have been detected instantaneously or vice versa. This ensures that the control law remains consistent with or without the availability of anticipated information, because the control carried out remains the same regardless of the origin of the detection.

[0057] Advantageously, said control law also takes into account information corresponding to the detection of driving situations and / or driving modes chosen from different modes such as a normal mode, a sport mode or an economic mode.

[0058] In [Fig.4], we find step 30 of the modeling. We note that this also takes into account, as input information, the speed of the vehicle, according to the arrow marked lOr, as was mentioned above in relation to the timing of the transmission of control information coming from the modeling.

[0059] It is further noted that said step 32 of determining at least one control parameter of said shock absorbers comprises a step 34 of detecting irregularities and / or a step 36 of correcting said irregularity.

[0060] Said irregularity detection step 34 takes into account as input the data of the control information 1 Oh- 10k originating from said modeling. It further takes into account the speed of the vehicle, according to an illustrated arrow 10s, and / or a speed of the wheels of the vehicle, according to an illustrated arrow 10t. Although not illustrated, it also takes into account the data of the control information obtained by instantaneous reaction. Here, it delivers as output high-frequency bad road information, according to the illustrated arrow 40a, low-frequency bad road information, according to the illustrated arrow 40b, obstacle attack information, according to the illustrated arrow 40c, obstacle descent information, according to the illustrated arrow 40d, and / or obstacle confirmation information, according to the illustrated arrow 40e.

[0061] Said step 36 of correcting said irregularity takes into account said information 40a-40e from said bad road detection step and, by applying said control law, determines the control parameter(s), here information used to set a current request to control said dampers, according to the illustrated arrow 40f. It is understood that said control law uses the same input data regardless of the origin of the control information.

[0062] In the illustrated example, the information lOh on the type of irregularity detected and / or the information lOi for detecting a said irregularity are furthermore directly used to execute said correction step 36. The information 10k for detecting poor low road frequency is also directly used to execute said correction step 36.

[0063] As illustrated in [Fig.5], preferably, said step of determining at least one control parameter of said dampers uses said control law with the data of the control information coming from said modeling with an anticipation time compared to an exploitation of said control law with the data of the control information obtained by instantaneous reaction. This makes it possible to anticipate the actions to be implemented and to benefit from improved control of the dampers.

[0064] In [Fig.5], a first and a second curve 50, 52 illustrate the profile of the roadway 1 along a trajectory of the left and right wheels of the vehicle, the abscissa axis illustrating the distance traveled by the vehicle. The height of the profile 4a, 4b irregularities is illustrated on the ordinate. A third curve 52 and a fourth curve 54 respectively give, according to the same abscissa, the level of control of the shock absorbers with use of the control law by anticipation by exploiting the data of the control information coming from the modeling of the irregularities or with use of the control law by exploiting the data of the control information obtained by instantaneous reaction.

[0065] It can be seen that the profiles 4a, 4b of the irregularities extend between the reference points 43 and 43.5, on the abscissa. It can also be seen that, in the case of the use of the control law by anticipation by exploiting the data of the control information coming from the modeling of the irregularities (curve 52), the triggering of the control of the dampers takes place earlier than in the case of the use of the control law by exploiting the data of the control information obtained by instantaneous reaction (curve 54). In the first case, thanks to the anticipation, this triggering takes place when passing over the irregularity whereas, in the second case, it takes place with a delay taking into account the processing and response times involved.

[0066] In the case of poor low-frequency roads, we will seek in particular to detect in advance the sections of road that could cause significant pumping movements. Indeed, these movements are particularly uncomfortable and the contribution of anticipation on this type of road is very important because instantaneous detections are made when the vehicle has already undergone the pumping movement. Anticipation thus makes it possible to dissipate more energy earlier and to limit the settlements that could be felt by passengers.

[0067] Preferably, said method comprises a step of canceling a transmission of said control information originating from said modeling. Said cancellation step occurs, for example, during said time delay step 12g, as a function of information noted during step 12h of detection authorization and / or the step of determining the trajectory of the wheels.

[0068] More precisely, if the modeling of the profile is not or no longer available, as the detection authorization step 12h will have made it possible to establish, if applicable, or if the trajectory of the wheels reveals that the vehicle is no longer intended to pass over the irregularities, as the cancellation conditions verification step 12d will have made it possible to establish, the transmission of the control information data coming from the modeling is then deprogrammed and the control of the shock absorbers according to the corresponding information will not ultimately take place (at the time when the vehicle would have reached the corresponding point).

[0069] Advantageously, said method comprises a step of monitoring a reaction of the vehicle to said irregularity, in particular by data linked to the speed of the wheels.

[0070] Said step of determining at least one control parameter of said dampers is configured to switch from an exploitation of the control law according to said modeling to an exploitation of the control law by instantaneous reaction as a function of said reaction of the vehicle when passing over said irregularity. In particular, if the step of monitoring the reaction of the vehicle does not correspond to an expected reaction while said reaction was triggered following the taking into account of the control information coming from the modeling, the corrective action, corresponding to the control of the current request taking into account the control information coming from the modeling, is then interrupted and the vehicle returns to an instantaneous control mode.

[0071] In [Fig.6], such a strategy is illustrated. The two curves 60, 61 on the left correspond to such a scenario. The top curve 60 illustrates the value of a Boolean reset variable, as a function of time, delivered by the step of monitoring a reaction of the vehicle, the variable being at 0 as long as the expected reaction is compliant, at least between a time t1 of start of the corrective action and a time t2 of confirmation. The bottom curve 62 illustrates the value of a Boolean variable, as a function of time, which indicates whether a corrective action is in progress.

[0072] We observe that curve 60 changes to 1 between t1 and t2, which means that a reset order is issued because there was no confirmation of the conformity of the expected reaction. Simultaneously, curve 62 changes to 0, which means that the corrective action is interrupted.

[0073] The two curves 62, 63 on the right are respectively of the same nature as the curves 60, 61 on the left.

[0074] We observe that curve 62 remains at zero between t1 and t2, which means that there has been confirmation of the conformity of the expected reaction, at least up to t2. Curve 62 thus remains at 1 between t1 and t2, or even beyond t2, which means that the corrective action continues.

[0075] It should be noted that the step of monitoring a reaction of the vehicle to said irregularity can be implemented from the data of the control information corresponding to an instantaneous reaction but with a different setting for the monitoring. Indeed, the instantaneous reaction strategies can be subject to compromises during the setting to avoid false detections that could degrade comfort. In the context of said monitoring step, there is no need for this compromise and it is therefore advantageous to use a different setting of these installed strategies.

Claims

Claims

1. Method for controlling shock absorbers of a motor vehicle, said method comprising a step of acquiring control information and a step (32) of determining at least one control parameter of said shock absorbers, as a function of said control information, according to a control law, said step of acquiring the control information comprising a step (30) of carrying out a digital modeling of a profile (4, 4a, 4b) of at least one irregularity (2a, 2b) in front of said vehicle, said step (32) of determining at least one control parameter of said shock absorbers using said control law from data of the control information originating from said modeling or, alternatively, from data of the control information, obtained by instantaneous reaction when passing over said irregularity.

2. Method according to claim 1 in which said step (32) of determining at least one control parameter of said dampers exploits said control law with the data of the control information coming from said modeling with an anticipation time compared to an exploitation of said control law with the data of the control information obtained by instantaneous reaction.

3. Method according to any one of the preceding claims in which said step (30) of carrying out the modeling of the profile (4, 4a, 4b) allows a determination of points of interest (20) of the irregularity.

4. Method according to the preceding claim in which the data of the control information obtained by instantaneous reaction and the data of the control information obtained by modeling from said points of interest (20) make it possible to give a close or similar image of the same one of said irregularities.

5. Method according to any one of the preceding claims in which said step of acquiring information comprises a step of recording a configuration of a roadway (1) in front of said vehicle in order to supply said step (30) of carrying out the modeling.

6. Method according to any one of the preceding claims in which said step (30) of carrying out the modeling comprises a step (12c) of analyzing the irregularity.

7. Method according to the preceding claim in which said step (30) of carrying out the modeling includes a step (12b) of filtering the information received, prior to the step (12c) of analyzing the irregularity.

8. Method according to any one of claims 6 or 7 in which said analysis step (12c) makes it possible to deliver a category of the profile (4, 4a, 4b) of the irregularity, said categories being optionally chosen from speed bumps, speed bumps, road connections, bars, potholes or low-frequency bad roads.

9. Method according to any one of the preceding claims, comprising a step (12g) of timing a transmission of data of said control information originating from said modeling, said timing step taking into account a speed of the vehicle, a distance between the vehicle and the irregularity and / or a response time of a system responsible for controlling the shock absorbers.

10. Method according to any one of the preceding claims comprising a step (12h) of authorizing detection of the profile (4, 4a, 4b) and / or a step of determining a trajectory of the wheels.

11. A method according to any preceding claim, comprising a step of canceling a transmission of data of said control information from said modeling.

12. A method according to any preceding claim, comprising a step of monitoring a reaction of the vehicle to said irregularity.

13. Method according to the preceding claim in which said step (32) of determining at least one control parameter of said shock absorbers is configured to switch from an exploitation of the control law according to said modeling to an exploitation of the control law by instantaneous reaction as a function of said reaction of the vehicle when passing over said irregularity.

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