Vehicle suspension control system and control method

Abstract

The present invention relates to a vehicle suspension control system and control method. The vehicle suspension control system according to the present invention is a system that detects the road surface condition of a lane so as to control the suspension of a traveling vehicle, the system comprising: a detection unit for detecting the road surface condition of a lane; a storage unit for storing road surface data about the road surface condition; a control unit for generating a damping control signal according to the road surface data; and a damper unit which is at least partially filled with a fluid including magnetic particles, and which regulates the current applied to the fluid according to the damping control signal, wherein the road surface data is classified into a plurality of road surface grades according to deviation in roughness values or altitude values of the road surface.

Description

Control system and control method for vehicle suspension

[0001] The present invention relates to a control system and method for a vehicle suspension. More specifically, the present invention relates to a control system and method for a vehicle suspension that can detect road surface conditions and control the suspension of a vehicle.

[0002] The vehicle's suspension is a device that connects the vehicle body and wheels with multiple links, and reduces vibrations and shocks transmitted to the vehicle body depending on the road surface conditions while the vehicle is driving, thereby providing a comfortable ride to the vehicle passengers.

[0003] In addition, the vehicle's suspension system provides driving convenience by appropriately controlling the body's shaking, while also ensuring the body's stability and driving controllability when the vehicle is driven, turned, or braking.

[0004] In particular, batteries in recent electric vehicles and hydrogen tanks in hydrogen vehicles contain flammable and explosive flammable substances, and more care must be taken to prevent flammable substances from leaking near high-voltage wiring due to damage to the battery or hydrogen tank. Conventionally, passive suspension systems, active suspension systems, and semi-active suspension systems have been proposed, but since these suspension systems respond simultaneously and immediately to vibrations and shocks transmitted to the vehicle body, they have limitations in effectively reducing unexpected vibrations and shocks, such as speed bumps and potholes, that deviate from average road surface conditions.

[0005] Accordingly, there is a need for a vehicle suspension system that can detect road surface conditions in advance or continuously detect them in real time and flexibly respond to unexpected road conditions.

[0006] Accordingly, the present invention has been devised to solve various problems of the prior art as described above, and the purpose of the present invention is to provide a control system and a control method for a vehicle suspension that can flexibly respond to unexpected road surface situations by detecting road surface conditions in advance or in real time, thereby reducing vibrations, shocks, etc. transmitted to the vehicle body.

[0007] In addition, the present invention aims to provide a control system and control method for a vehicle suspension device capable of controlling vibration, shock, etc. transmitted to a vehicle body according to the user's needs depending on the driving mode or the grade of road surface conditions.

[0008] In addition, the present invention aims to provide a control system and control method for a vehicle suspension that can improve the durability and safety of a vehicle by minimizing the impact applied to the battery of an electric vehicle or the hydrogen tank of a hydrogen vehicle.

[0009] However, these tasks are exemplary and the scope of the present invention is not limited thereby.

[0010] The above object of the present invention is achieved by a system for controlling a suspension of a vehicle by detecting a road surface condition of a road, comprising: a detection unit for detecting a road surface condition of a road; a storage unit for storing road surface data on the road surface condition; a control unit for generating a damping control signal according to the road surface data; and a damper unit in which a fluid including magnetic particles is filled at least partially and a current applied to the fluid is controlled according to the damping control signal; wherein the road surface data is classified into a plurality of road surface grades according to a deviation in a roughness value or an altitude value of the road surface.

[0011] Additionally, according to one embodiment of the present invention, the detection unit may include at least one of an image acquisition unit that obtains an image of a road surface condition, and a sensing unit that obtains a numerical value of a vehicle's driving condition or a road surface condition.

[0012] In addition, according to one embodiment of the present invention, a navigation unit for guiding the driving direction of the vehicle is further included, and the road surface data may be stored in the navigation unit, or the navigation unit may receive data from an external source and store it.

[0013] Additionally, according to one embodiment of the present invention, the damping control signal may include information on the current level applied to the damper unit to correspond to the road surface grade.

[0014] Additionally, according to one embodiment of the present invention, as the road surface grade increases, the current level increases, and the absolute value of the damping force adjustment amount of the damper part may increase.

[0015] In addition, according to one embodiment of the present invention, when a road surface roughness value that differs by a set value or more from an average road surface roughness value for an arbitrary section of a lane is detected, the control unit can identify a section where the corresponding road surface roughness value is detected as an obstacle section, set the corresponding road surface roughness value as obstacle data, and generate an obstacle control signal according to the obstacle data.

[0016] In addition, according to one embodiment of the present invention, the storage unit stores a road surface roughness value that differs by a set value or more from an average road surface roughness value for an arbitrary section of a lane as obstacle data, and the control unit can generate an obstacle control signal according to the obstacle data.

[0017] Additionally, according to one embodiment of the present invention, when a vehicle re-drives on a lane in which it previously drove, the road surface data and obstacle data regarding the road surface condition of the lane can be updated and stored.

[0018] Additionally, according to one embodiment of the present invention, the road surface data may include an altitude value of the road surface, and the damping control signal may be a signal that controls a damping force of the damper unit to correspond to a change in the slope of the altitude value of the road surface.

[0019] In addition, according to one embodiment of the present invention, the damper part may include a cylinder housing; the fluid including the magnetic particles filled within the cylinder housing; a piston part arranged longitudinally within the cylinder housing; and a coil part applying a magnetic field to the fluid.

[0020] In addition, according to one embodiment of the present invention, the damping control signal is a signal regarding the strength of the magnetic field generated by the coil unit, and as the strength of the magnetic field becomes stronger, the chain formed by the magnetic particles is strengthened, so that the damping force of the damper unit can increase.

[0021] In addition, according to one embodiment of the present invention, the damper part may further include a dispersing part that is disposed on an area of ​​the cylinder housing that is different from an area where the coil part is disposed, and that applies a magnetic field that prevents magnetic particles in the fluid from settling.

[0022] In addition, according to one embodiment of the present invention, the present invention further includes a mode input unit for receiving a driving mode of the vehicle, and the control unit can increase or decrease the road surface grade according to the driving mode.

[0023] In addition, according to one embodiment of the present invention, when the driving mode is changed from a normal mode to a sports mode, the control unit can generate the damping control signal by reducing the felt road surface grade, and when the driving mode is changed from a normal mode to a comfort mode, the control unit can generate the damping control signal by increasing the felt road surface grade.

[0024] Additionally, according to one embodiment of the present invention, a plurality of damper sections each connected to a plurality of wheels can independently control the damping force.

[0025] In addition, according to one embodiment of the present invention, the vehicle further includes a braking unit for decelerating the vehicle, and the control unit can generate a braking control signal for controlling the braking unit.

[0026] Additionally, according to one embodiment of the present invention, when the vehicle enters the obstacle section, or a predetermined time before the vehicle enters the obstacle section, the vehicle can be decelerated by the braking control signal.

[0027] In addition, according to one embodiment of the present invention, the braking unit may include: a braking housing; the fluid including the magnetic particles filled in the braking housing; a load unit arranged longitudinally in the braking housing; a braking plate unit extended in a direction perpendicular to the load unit; and a braking coil unit applying a magnetic field to the magnetorheological fluid.

[0028] In addition, according to one embodiment of the present invention, the braking control signal is a signal regarding the strength of a magnetic field generated by the braking coil unit, and as the strength of the magnetic field increases, the chain formed by the magnetic particles of the magnetorheological fluid is strengthened, so that the braking force of the braking unit can increase.

[0029] And, the above object of the present invention is achieved by a method for controlling a suspension of a driving vehicle by detecting a road surface condition of a road, comprising: (a) a step of detecting a road surface condition of a road; (b) a step of generating road surface data for the road surface condition; and (c) a step of generating a damping control signal according to the road surface data to control a damping force of a vehicle damper section filled at least partially with a fluid including magnetic particles, wherein in the step (b), the road surface data is classified into a plurality of road surface grades according to a deviation in a roughness value or an altitude value of the road surface, and in the step (c), a method for controlling a vehicle suspension is provided for controlling a current applied to the fluid according to the damping control signal.

[0030] According to the present invention configured as described above, there is an effect of being able to flexibly respond to sudden road surface situations by detecting the road surface condition in advance or in real time, thereby reducing vibrations, shocks, etc. transmitted to the vehicle body.

[0031] In addition, according to the present invention, there is an effect of being able to control vibration, shock, etc. transmitted to the vehicle body to suit the user's needs according to the driving mode or the grade of road surface condition.

[0032] In addition, according to the present invention, there is an effect of minimizing the impact applied to the battery of an electric vehicle or the hydrogen tank of a hydrogen vehicle, thereby improving the durability and safety of the vehicle.

[0033] Of course, the scope of the present invention is not limited by these effects.

[0034] FIG. 1 is a drawing schematically showing the configuration of a control system for a vehicle suspension device according to one embodiment of the present invention.

[0035] Figure 2 is a drawing schematically showing a road surface condition according to various embodiments of the present invention.

[0036] FIG. 3 is a drawing schematically showing the configuration of a control system for a vehicle suspension device according to another embodiment of the present invention.

[0037] FIG. 4 is a drawing schematically showing a guidance screen of a navigation unit according to one embodiment of the present invention.

[0038] FIG. 5 is a drawing schematically showing a guidance screen of a navigation unit according to another embodiment of the present invention.

[0039] FIG. 6 is a drawing schematically showing an obstacle section of a road surface according to one embodiment of the present invention.

[0040] FIG. 7 is a schematic drawing of a damper unit using a fluid containing magnetic particles according to one embodiment of the present invention.

[0041] FIG. 8 is a drawing showing a damper unit control process in an obstacle section according to one embodiment of the present invention.

[0042] FIG. 9 is a schematic drawing of a damper section using a fluid containing magnetic particles according to another embodiment of the present invention.

[0043] FIG. 10 is a drawing schematically showing the configuration of a control system for a vehicle suspension device according to another embodiment of the present invention.

[0044] FIG. 11 is a schematic drawing of a braking unit using a fluid containing magnetic particles according to one embodiment of the present invention.

[0045] Fig. 12 is a drawing showing the operation process of a control system of a vehicle suspension device according to one embodiment of the present invention.

[0046] FIG. 13 is a drawing schematically showing a method for controlling a vehicle suspension device according to one embodiment of the present invention.

[0047] FIG. 14 is a drawing schematically illustrating a method for controlling a vehicle suspension when passing an obstacle according to one embodiment of the present invention.

[0048] <Explanation of symbols>

[0049] 10: Vehicle

[0050] 20: By car

[0051] 21, 23, 25: Road grade

[0052] 26, 27: Obstacles

[0053] 100, 200, 300: Vehicle suspension control system

[0054] 110, 210, 310: Control unit

[0055] 120, 220, 320: Sensor

[0056] 130, 235, 330: Storage

[0057] 140, 240, 340: Damper section

[0058] 230: Navigation section

[0059] 350: Brake unit

[0060] Reference is made to the accompanying drawings, which illustrate exemplary embodiments. These embodiments are described in sufficient detail to enable those skilled in the art to practice the present invention. It should be understood that the various embodiments of the present invention, while different from each other, are not necessarily mutually exclusive. For example, specific shapes, structures, and characteristics described herein may be implemented in other embodiments without departing from the spirit and scope of the present invention. Furthermore, it should be understood that the positions or arrangements of individual components within each disclosed embodiment may be modified without departing from the spirit and scope of the present invention. Accordingly, the following detailed description is not intended to be limiting, and the scope of the present invention is defined only by the appended claims, along with the full scope of equivalents to which such claims are entitled, if properly explained. Like reference numerals in the drawings designate the same or similar features throughout the several views, and lengths, areas, thicknesses, and other shapes may be exaggerated for convenience.

[0061] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings so that a person having ordinary skill in the art to which the present invention pertains can easily practice the present invention.

[0062] FIG. 1 is a drawing schematically showing the configuration of a vehicle suspension control system (100) according to one embodiment of the present invention. FIG. 2 is a drawing schematically showing road surface conditions according to various embodiments of the present invention.

[0063] Referring to FIG. 1, a control system (100) of a vehicle suspension device according to one embodiment of the present invention may include a control unit (110), a detection unit (120), a storage unit (130), and a damper unit (140).

[0064] The control unit (110) can receive data on road surface conditions from the detection unit (120) and the storage unit (130), control the damper unit (140), and perform a series of functions to control the flow of signals between each component. The control unit (110) can communicate with the detection unit (120), the storage unit (130), and the damper unit (140), and the communication method can be configured regardless of the communication mode, such as wired or wireless.

[0065] Referring to FIG. 2, the road surface condition of the lane (20) on which the vehicle (10) is driving can be classified into a plurality of grades (21, 23, 25). The road surface grades (21, 23, 25) can be classified according to the roughness value of the road surface or the deviation of the altitude value. For example, FIG. 2 (a) shows a road surface (21) of a well-paved expressway, in which the road surface has a low roughness value and the deviation of the altitude value of the road surface is also low, so that the vibration and shock transmitted by the road surface to the driving vehicle (10) are small. FIG. 2 (b) shows a road surface (23) of a general asphalt or cement road, in which the roughness value and the deviation of the altitude value of the road surface are larger than those of the road surface (21) of FIG. 2 (a), so that the vibration and shock transmitted by the road surface to the driving vehicle (10) can occur to an intermediate extent. Fig. 2 (c) shows a road surface (25) of an unpaved road (off-road) with gravel, sand, etc., and since the deviations in the roughness values ​​and altitude values ​​of the road surface are greater than those of the road surface (23) of Fig. 2 (b), vibrations, shocks, etc. transmitted by the road surface to a running vehicle (10) can occur most significantly. In Fig. 2, the road surface condition is classified into three road surface grades (21, 23, 25), but it is also possible to subdivide it more specifically, for example, by assigning a highway grade 1 and an off-road grade 10.

[0066] Road surface data can be understood as data that includes not only road surface numerical values ​​and images, including road surface grades (21, 23, 25), roughness values ​​for road surface conditions, deviations in altitude values, etc., but also road surface conditions that change suddenly (for example, a state in which the slipperiness of the road surface changes due to the presence of an obstacle or rain, snow, or other unexpected situations).

[0067] In particular, in the present invention, the control unit (110) may receive road surface data on the road surface condition in real time from the detection unit (120) to control the damper unit (140), or control the damper unit (140) based on the road surface data on the road surface condition stored in the storage unit (130). The damping control signal for controlling the damper unit (140) may vary depending on the type of the damper unit (140). For example, if the damper unit (140) is an active suspension, the damping control signal may include an electromagnetic frequency, waveform, pattern, etc. for operating an actuator of the active suspension, or may include a height control signal for adjusting the air pressure of an air spring. As another example, if the damper unit (140) is a semi-active suspension, the damping control signal may include electromagnetic frequencies, waveforms, patterns, etc. for controlling the viscosity of a fluid such as a magnetorheological fluid or an electrorheological fluid. In the present invention, an example in which the damper unit (140) is a semi-active suspension filled with a fluid including magnetic particles and a magnetic field applied according to the damping control signal is controlled is described. Specific operational examples of the control unit (110) will be described later.

[0068] The detection unit (120) can detect the road surface condition of the lane (20). The detection unit (120) can include at least one of an image acquisition unit (121) and a sensing unit (123).

[0069] The image acquisition unit (121) can use a means such as a camera, a radar (Radio Detection And Ranging, RADAR), or a light detection and ranging (LiDAR) that can image the road surface condition of the vehicle. The road surface condition, the location and shape of obstacles, etc. can be directly captured as an image through the camera, and the image can be created using radio waves and lasers through RADAR and LiDAR. The road surface condition acquired by the image acquisition unit (121) can be input in real time while the vehicle is driving.

[0070] The sensing unit (123) may use means such as an accelerometer, an inertial measurement sensor, a gyro sensor, a distance measurement sensor, etc., which can quantify the driving state of the vehicle and the road surface condition. Through the sensing unit (123), the driving speed of the vehicle, the degree of vibration of the vehicle, the degree of inertia due to the turning of the vehicle, etc., can be quantified, and the road surface condition, such as the roughness of the road surface, the difference in road surface height due to an obstacle, or the average value, deviation value, etc. of these in an arbitrary section, the distance and shape of the obstacle, etc. can be quantified. The driving state of the vehicle and the road surface condition acquired from the sensing unit (123) can be input in real time while the vehicle is driving.

[0071] The storage unit (130) can store road surface data regarding the road surface condition detected by the detection unit (120). The storage unit (130) can be used not only for various storage media such as HDD, SDD, and flash memory that are placed in the vehicle and can store data, but also for external servers, clouds, etc. that the vehicle can immediately access in real time to transmit and receive data.

[0072] The damper unit (140) is a means for adjusting the damping force according to the damping control signal of the control unit (110). The damper unit (140) may use a configuration such as an active suspension or a semi-active suspension. Considering the road surface data detected in real time by the detection unit (120) and the road surface data stored in the storage unit (130), the control unit (110) adjusts the damping force of the damper unit (140) according to the road surface conditions, thereby optimizing and reducing vibrations, shocks, etc. transmitted to the vehicle body. In one embodiment of the present invention, a damper unit (140) in which the damping force is adjusted as the chain between magnetic particles in a fluid containing magnetic particles is strengthened, or a damper unit (140) in which the damping force is adjusted according to the viscosity of a magnetorheological fluid using a magnetorheological fluid is described assuming this.

[0073] The control unit (110) can adjust the current level applied to the damper unit (140) according to the road surface grade. The current level can correspond to the intensity of the current applied to the damper unit (140) or the intensity of the magnetic field generated by the current. The control unit (110) can control the absolute value of the damping force adjustment amount of the damper unit (140) to increase as the road surface grade increases. That is, since the amount of vibration in the vehicle increases as the road surface condition becomes rougher, the damping force of the damper unit (140) can be controlled to increase further. For example, in the case of a damper unit (140) using a fluid containing magnetic particles, the current level applied to the damper unit (140) can be set higher so that a stronger magnetic field is applied to the fluid from the control unit (110) as the road surface grade increases. The control unit (110) can significantly adjust the damping force by generating a damping control signal including a high current level.

[0074] FIG. 3 is a drawing schematically showing the configuration of a control system (200) of a vehicle suspension device according to another embodiment of the present invention.

[0075] Referring to FIG. 3, a control system (200) of a vehicle suspension device according to another embodiment of the present invention may include a control unit (210), a detection unit (220), a navigation unit (230), and a damper unit (240). The detection unit (220) and the damper unit (240) are the same as the detection unit (120) and the damper unit (140) of FIG. 1, and thus a detailed description thereof will be omitted.

[0076] The navigation unit (230) can provide a map of the vehicle's surroundings and a driving direction to a destination through a display. The navigation unit (230) may include a storage unit (235). The storage unit (235) of the navigation unit (230) may store not only a map for vehicle route guidance, but also road surface data on the road surface condition of the lane (20) in advance. Alternatively, a communication unit (not shown) of the navigation unit (230) may receive road surface data from an external source and store it in the storage unit (235). In addition, the storage unit (235) of the navigation unit (230) may perform the same role as the storage unit (130) of FIG. 1 and may be utilized to store road surface data on the road surface condition detected by the detection unit (220). Meanwhile, it goes without saying that a storage unit (235) of the navigation unit (230) may be additionally provided in the vehicle suspension control system (200) itself.

[0077] FIG. 4 is a drawing schematically showing a guidance screen (50) of a navigation unit (230) according to one embodiment of the present invention.

[0078] According to one embodiment of the present invention, a lane (53) is stored and displayed according to a road surface grade (53a, 53b, 53c, ...) on a guidance screen (50) of a navigation unit (230). The guidance screen displays the current vehicle position and direction (51) through GPS, and the lane (53) can be displayed with a road surface grade (53a, 53b, 53c, ...) distinguished by color, pattern, shape, etc. For example, a road surface grade (53a) can correspond to a highway (21) as in Fig. 2 (a), a road surface grade (53b) can correspond to a general road (23) as in Fig. 2 (b), and a road surface grade (53c) can correspond to an off-road (25) as in Fig. 2 (c). In addition, to improve the visibility of the vehicle driver, a grade window (55) may be additionally provided to separately display the road grade of the vehicle (51) currently being driven.

[0079] Fig. 5 is a schematic diagram illustrating a guidance screen (50) of a navigation unit (230) according to another embodiment of the present invention. Fig. 6 is a schematic diagram illustrating an obstacle section of a road surface according to one embodiment of the present invention.

[0080] According to one embodiment of the present invention, an obstacle section (56) is stored and displayed on a lane (53) in a guidance screen (50) of a navigation unit (230). As illustrated in FIG. 6, the obstacle may include a protruding obstacle (26) such as a speed bump, a brick, a tree, etc. on a lane (20) that a vehicle (10) suddenly encounters while driving, or a sunken obstacle (27) such as a pothole, a sinkhole, a crack in the road, etc. In other words, the obstacles (26, 27) may refer to a portion where the difference in the roughness value or the altitude value of the road surface grade (23) is greater than a set value, and the protruding obstacle (26) may refer to a portion where the altitude value significantly increases in a positive direction, and the sunken obstacle (27) may refer to a portion where the altitude value significantly increases in a negative direction. The obstacles (26, 27) may exist intermittently on the lane (20) or may exist continuously.

[0081] The control unit (210) can identify a part where a deviation in the road surface roughness value or altitude value corresponding to an obstacle (26, 27) is detected as an obstacle section and set the corresponding value as obstacle data. In addition, the control unit (210) can generate an obstacle control signal for adjusting the damping force of the damper unit (240) according to the obstacle data. The control unit (210) can correspond the current level applied to the damper unit (240) according to the obstacle data. The obstacle control signal can include this current level. The damping control signal is a signal that continuously adjusts the damper unit (240) according to the road surface condition while driving on the lane (20), and the obstacle control signal can be distinguished as a signal that adjusts the damper unit (240) when an obstacle is detected or the location of the obstacle is stored.

[0082] In the case where an obstacle (26, 27) is continuously located on the roadway (20), such as a protruding obstacle (26) such as a speed bump, or a sunken obstacle (27) formed for a certain period of time due to construction, the location of the obstacle (26, 27) can be designated as an obstacle section (56) and displayed on the guidance screen (50) of the navigation unit (230). The navigation unit (230) can display the obstacle section (56) by receiving road surface data from the outside through a communication unit (not shown), or display the obstacle section (56) by storing the received road surface data in the storage unit (235).

[0083] Meanwhile, without going through the process of being stored in the storage unit (235) of the navigation unit (230), the detection unit (220) may detect an obstacle (26, 27) and the control unit (210) may immediately generate an obstacle control signal. The obstacle (26, 27) may be detected in the form of an image by the image acquisition unit (221) of the detection unit (220), and if the sensing unit (223) detects a value that is more than a set value different from the deviation of the roughness value and altitude value corresponding to the road surface grade (23), it may be detected as an obstacle (26, 27).

[0084] In particular, since data on obstacles (26, 27) may change over time, as the vehicle (10) drives on the lane (20), the obstacle data on the obstacles (26, 27) may be updated. When the vehicle (10) drives on the lane (20) on which it previously drove, the obstacle data of the corresponding lane (20) may be updated and stored in the storage unit (235). For example, when commuting on the same section, road surface data and obstacle data are continuously updated, and at the same time, more detailed data is stored and the damper unit (240) can be precisely controlled, so that the vehicle occupants can experience a more comfortable ride on a familiar section. Meanwhile, an external server may collect road surface data and obstacle data from a plurality of vehicles and transmit them to the control system (200) of the vehicle suspension device of the present invention, thereby updating the road surface data and obstacle data.

[0085] FIG. 7 is a schematic drawing of a damper unit (140) using a fluid (146) containing magnetic particles according to one embodiment of the present invention.

[0086] According to one embodiment, the damper unit (140) can control the damping force using a fluid (146) containing magnetic particles or a magnetorheological fluid (MRF; 146). The vehicle suspension control system (100) of the present invention aims to control the suspension by detecting the road surface condition of the lane in the autonomous driving mode or semi-autonomous driving mode of an electric vehicle or a hydrogen vehicle, and therefore, there is an advantageous advantage in using a damper unit (140) capable of damping force control using electromagnetic waves.

[0087] Referring to FIG. 7, the damper part (140) may include a cylinder housing (141), a piston part (142, 143, 144), a coil part (145), and a fluid (146) containing magnetic particles (or, a magnetorheological fluid (146)).

[0088] The cylinder housing (141) has a sealed structure, and the sealed internal space can be filled with a fluid (146) containing magnetic particles. The cylinder housing (141) can be formed of a non-magnetic material so as not to affect the surrounding electrical components with a magnetic field. Alternatively, only at least a portion of the cylinder housing (141) can be formed of a non-magnetic material so as to prevent the magnetic field from leaking to the outside.

[0089] The piston part (142, 143, 144) may include a piston rod (142) extending longitudinally within a cylinder housing (141) and a piston head (143, 144) provided at an end of the piston rod (142). The piston rod (142) may move up and down due to external vibrations and impacts. The piston head (143, 144) may include an inner piston (143) and an outer piston (144). A passage or hole through which a fluid containing magnetic particles passes may be formed between the inner piston (143) and the outer piston (144). Fluids (146) containing magnetic particles may be arranged in each space within the cylinder housing (141). When the piston rod (142) moves up and down, the magnetorheological fluids (146) may flow at least through the gaps of the piston heads (143, 144).

[0090] An electromagnet may be provided in the piston portion (142, 143, 144), and a coil portion (145) may be arranged in the piston head (143, 144). The coil portion (145) may generate a magnetic field when a current is applied from the outside. The generated magnetic field is applied to a fluid (146) containing magnetic particles, thereby controlling the viscosity of the fluid (146) containing magnetic particles.

[0091] A gas chamber (147) filled with a predetermined gas is arranged at the bottom of the housing (141), and can be separated from an upper chamber filled with a fluid (146) containing magnetic particles.

[0092] However, the damper section (140) is not necessarily limited to the above configuration, and various configurations can be employed as long as the purpose is to control the damping force by changing the viscosity of the fluid (146) containing magnetic particles [or, magnetorheological fluid (146)].

[0093] When a magnetic field is applied to a fluid (146) containing magnetic particles, the magnetic particles in the fluid (146) containing magnetic particles form a chain structure in a horizontal direction perpendicular to the vertical direction in which the piston part (142, 143, 144) moves, thereby resisting the movement of the piston part (142, 143, 144), and this resistance can be a means for controlling the damping force of the damper part (140).

[0094] The damping control signal generated by the control unit (110) may be a signal regarding the strength of the magnetic field generated by the coil unit (145). As the strength of the magnetic field increases, the chain formed by the magnetic particles of the fluid (146) containing the magnetic particles is strengthened, thereby increasing the damping force of the damper unit (140).

[0095] FIG. 8 is a drawing showing a damper section (140) control process in an obstacle section according to one embodiment of the present invention.

[0096] Referring to Fig. 8 (a), when passing through a protruding obstacle (26) such as a speed bump, the damper unit (140) can be controlled according to processes ① to ⑥.

[0097] ① The detection unit (120) can detect a protruding obstacle (26) to generate obstacle data, or extract obstacle data as data on the position of the protruding obstacle (26) from the storage unit (130). The control unit (110) can generate an obstacle control signal (M). At this time, the obstacle control signal (M) can correspond to the strength of the magnetic field applied to the fluid (146) containing magnetic particles of the damper unit (140). When a magnetic field is generated in the coil unit (145) of the damper unit (140) and applied to the fluid (146) containing magnetic particles, a chain of magnetic particles is generated, and as the viscosity of the fluid (146) containing magnetic particles increases, the damping force of the damper unit (140) can gradually increase. The viscosity control of the fluid (146) containing magnetic particles according to the obstacle control signal (M) can be controlled at a speed of 500 Hz or more.

[0098] ② Just before reaching the top of the protruding obstacle (26), the control unit (110) generates a strong obstacle control signal (M), and the damping force of the damper unit (140) can increase.

[0099] ③ At the moment of passing the top of the protruding obstacle (26), the control unit (110) lowers the intensity of the obstacle control signal (M) and the damping force of the damper unit (140) can gradually decrease as the viscosity of the fluid (146) containing magnetic particles decreases.

[0100] ④ Just before passing over the top of the protruding obstacle (26) and entering the horizontal plane, the control unit (110) generates a strong obstacle control signal (M) again, and the damping force of the damper unit (140) can increase. This is to increase the damping force of the damper unit (140) in order to prevent a swell-like bounce that occurs when the vehicle passes over the protruding obstacle (26) and enters the road surface on the horizontal plane.

[0101] ⑤ When passing through a protruding obstacle (26) and entering a horizontal plane, the control unit (110) lowers the intensity of the obstacle control signal (M) and the damping force of the damper unit (140) can gradually decrease as the viscosity of the fluid (146) containing magnetic particles decreases.

[0102] ⑥ When driving on a horizontal plane, an obstacle control signal (M) opposite to step ⑤ can be applied to offset the vibration remaining in the vehicle.

[0103] Referring to Fig. 8 (b), when passing through a sunken obstacle (27) such as a pothole, the damper unit (140) can be controlled according to processes ① to ⑥.

[0104] ① The detection unit (120) can detect a sunken obstacle (27) to generate obstacle data, or the storage unit (130) can extract obstacle data as data on the position of the sunken obstacle (27). The control unit (110) can generate an obstacle control signal (M). When a magnetic field is generated in the coil unit (145) of the damper unit (140) and applied to a fluid (146) containing magnetic particles, the damping force of the damper unit (140) can gradually increase as the viscosity of the fluid (146) containing magnetic particles increases.

[0105] ② Just before reaching the bottom of the sunken obstacle (26), the control unit (110) generates a strong obstacle control signal (M), and the damping force of the damper unit (140) can increase.

[0106] ③ At the moment of passing the bottom of the sunken obstacle (26), the control unit (110) lowers the intensity of the obstacle control signal (M) and the damping force of the damper unit (140) may gradually decrease as the viscosity of the fluid (146) containing magnetic particles decreases.

[0107] ④ Just before entering the horizontal plane after passing the sunken obstacle (26), the control unit (110) generates a strong obstacle control signal (M) again, and the damping force of the damper unit (140) can increase. This is to increase the damping force of the damper unit (140) in order to prevent a swell-like bounce that occurs when the vehicle passes the sunken obstacle (26) and enters the road surface on the horizontal plane.

[0108] ⑤ When passing through a sunken obstacle (26) and entering a horizontal plane, the control unit (110) lowers the intensity of the obstacle control signal (M) and the damping force of the damper unit (140) can gradually decrease as the viscosity of the fluid (146) containing magnetic particles decreases.

[0109] ⑥ When driving on a horizontal plane, an obstacle control signal (M) opposite to step ⑤ can be applied to offset the vibration remaining in the vehicle.

[0110] Based on Fig. 8 (a), ① to ② gradually increase the altitude value. That is, this is the section where the slope of the altitude value changes from 0 to positive. At this point, the absolute value intensity of the obstacle control signal (M) increases, and the damping force of the damper unit (140) may also increase. At ② to ③, the altitude value increases and then decreases. That is, this is the section where the slope of the altitude value changes from positive to negative. At this point, the absolute value intensity of the obstacle control signal (M) decreases, and the damping force of the damper unit (140) may also decrease. In addition, at ④ to ⑤, the altitude value decreases and then becomes constant. That is, this is the section where the slope of the altitude value changes from negative to 0. At this point, the absolute value intensity of the obstacle control signal (M) increases again, and the damping force of the damper unit (140) may also increase. Fig. 8 (b) also exhibits the same behavior as Fig. 8 (a), with differences only in the direction of the intensity of the obstacle control signal (M) and the direction of the altitude value.

[0111] FIG. 9 is a schematic drawing of a damper part (140') using a fluid (146) containing magnetic particles according to another embodiment of the present invention.

[0112] Meanwhile, the damper unit (140) using a fluid (146) containing magnetic particles (or, magnetorheological fluid (146)) may have a problem with sedimentation of magnetic particles within the fluid. Since the magnetic particles sink downward over time, if the magnetic particles are not evenly distributed within the cylinder housing (141), the magnetic chain cannot be properly formed. In particular, when resuming driving after a long period of parking, a problem may occur in which the damper unit (140) does not operate smoothly due to sedimentation of magnetic particles. Accordingly, the damper unit (140') of the present invention may further include a dispersion unit (148, 149) to solve the sedimentation of magnetic particles.

[0113] The dispersion units (148, 149) may have a coil configuration, similar to the coil unit (145). The dispersion units (148, 149) are arranged in different areas from the area where the coil unit (145) is arranged, and may preferably be arranged in a distributed manner on the upper / lower portions of the cylinder housing (141). Due to the arrangement of the dispersion units (148, 149), a magnetic field may be generated throughout the cylinder housing (141). When the engine is started to resume driving the vehicle, the dispersion units (148, 149), similar to the coil unit (145), may apply a predetermined magnetic field to the fluid (146) containing magnetic particles. Accordingly, the magnetic particles may form a chain shape or an incomplete chain shape in a vertical or horizontal direction, and the process of releasing the shape may be repeated, thereby producing an effect of redispersion.

[0114] Alternatively, the dispersion units (148, 149) may be configured as permanent magnets. Even during parking, the dispersion units (148, 149) can capture the magnetic particles in a specific space of the fluid (146) containing the magnetic particles. Accordingly, the magnetic particles are prevented from settling, and when driving is resumed thereafter, a magnetic field is applied to the fluid (146) containing the magnetic particles from the coil unit (145), allowing the magnetic particles to be redispersed. Of course, the dispersion units (148, 149) may also be used in combination with the coil configuration and the permanent magnet configuration.

[0115] FIG. 10 is a drawing schematically showing the configuration of a control system (300) of a vehicle suspension device according to another embodiment of the present invention.

[0116] Referring to FIG. 10, a control system (300) of a vehicle suspension device according to another embodiment of the present invention may include a control unit (310), a detection unit (320), a navigation unit (330), a damper unit (340), and a braking unit (350). The detection unit (320), the navigation unit (330), and the damper unit (340) are the same as the detection unit (220), the navigation unit (230), and the damper unit (240) of FIG. 3, and thus a detailed description thereof will be omitted.

[0117] The control system (300) of the vehicle suspension of the present invention may further include a braking unit (350). The braking unit (350) may control the speed of the vehicle (10) and, in combination with the damper unit (350), reduce vibration and shock transmitted to the vehicle (10). The control unit (310) may generate a braking control signal for controlling the braking unit (350).

[0118] FIG. 11 is a schematic drawing of a braking unit (350) using a fluid (356) containing magnetic particles according to one embodiment of the present invention.

[0119] According to one embodiment, the braking unit (350) uses a fluid (356) containing magnetic particles (or, magnetorheological fluid (356)) and is connected to a wheel to control the braking force or speed of the vehicle. The control system (300) of the vehicle suspension of the present invention is intended to control the suspension by detecting the road surface condition of the lane in the autonomous driving mode or semi-autonomous driving mode of an electric vehicle or a hydrogen vehicle, and since acceleration / deceleration must be performed depending on the road condition in the autonomous driving mode or semi-autonomous driving mode, there is an advantageous advantage in using a braking unit (350) capable of braking force control using electromagnetic waves.

[0120] Referring to FIG. 11, the braking unit (350) may include a braking housing (351), a load unit (352), a braking plate unit (353), a braking coil unit (355), a fluid (356) including magnetic particles (or, a magnetorheological fluid (356)), and may further include a yoke unit (354).

[0121] The brake housing (351) has a sealed structure, and the sealed internal space can be filled with a fluid (356) containing magnetic particles. The brake housing (351) can be formed of a non-magnetic material so as not to affect the surrounding electrical components with a magnetic field. Alternatively, at least a portion of the brake housing (351) can be formed of a non-magnetic material so as to prevent the magnetic field from leaking to the outside.

[0122] The load section (352) is installed so as to be rotatable at the center of the brake housing (351) and may be formed to extend vertically. The load section (352) is connected to a wheel section to directly or indirectly perform braking of the wheel. One or more brake plate sections (353) may be formed to extend in a direction perpendicular to the load section (352). The brake plate section (353) may be fitted to the axis of the load section (352) to rotate together, or may be formed integrally with the load section (352).

[0123] The braking coil unit (355) is arranged inside the braking housing (351) and can apply a magnetic field to the inside of the braking housing (351). The braking coil unit (355) can generate a magnetic field when current is applied from the outside. The generated magnetic field is applied to a fluid (356) containing magnetic particles to control the viscosity of the fluid.

[0124] In addition, the fluid (356) containing magnetic particles can resist the rotation of the brake plate portion (353) in the axial direction of the load portion (352) by forming a magnetic chain in the space between the brake plate portions (353). Accordingly, the braking force of the wheel connected to the load portion (352) can be controlled.

[0125] Meanwhile, the yoke portion (354) may be fixedly installed within the brake housing (351). The yoke portion (354) may be arranged in the space between the brake plate portion (353) and may have a shape including a surface facing the brake plate portion (353). A fluid (356) containing magnetic particles may be filled in the gap between the horizontal surface of the brake plate portion (353) and the horizontal surface of the yoke portion (354). Accordingly, as the viscosity, rigidity, and other characteristics of the fluid (356) containing magnetic particles change, the rotational torque of the brake plate portion (353) and the rod portion (352) may change, and the braking force of the wheel may be controlled.

[0126] FIG. 12 is a drawing showing the operation process of a control system (300) of a vehicle suspension device according to one embodiment of the present invention.

[0127] Referring to Fig. 12 (a), when passing through a protruding obstacle (26) such as a speed bump, the damper unit (340) and the braking unit (350) can be controlled according to the processes ① to ⑦.

[0128] ① The detection unit (320) can detect a protruding obstacle (26) to generate obstacle data, or the storage unit (330) can extract obstacle data as data on the position of the protruding obstacle (26). However, before controlling only the damping force of the damper unit (340), the control unit (310) can generate a braking control signal (B) a predetermined time before entering the protruding obstacle (26). At this time, the braking control signal (B) can correspond to the strength of the magnetic field applied to the fluid (356) containing magnetic particles of the braking unit (350). When a magnetic field is generated in the braking coil unit (355) of the braking unit (350) and applied to the fluid (356) containing magnetic particles, a chain of magnetic particles is generated, and as the viscosity of the fluid (356) containing magnetic particles increases, the braking force of the braking unit (350) can gradually increase.

[0129] When the braking force of the braking unit (350) increases and the vehicle speed decreases, the front of the vehicle is simultaneously subjected to a vertical load force. Accordingly, it is preferable that the control unit (310) generate a control signal (M) that can increase the damping force of the damper unit (340) so as to prevent vibration that occurs when the front of the vehicle rises after being subjected to a vertical load force. Thereafter, the vehicle can enter ② in a decelerated state.

[0130] Since the processes ② to ⑦ thereafter substantially correspond to the damper part (140) control of the processes ① to ⑥ described above in Fig. 8 (a), a detailed description thereof is omitted.

[0131] Fig. 12 (b) is a case where a protruding obstacle (26) is detected more suddenly than in Fig. 12 (a), and deceleration is not performed within a predetermined time before entering the obstacle (26).

[0132] ① This is a normal driving condition where a protruding obstacle (26) is not detected.

[0133] ② The detection unit (320) can detect a protruding obstacle (26) to generate obstacle data, or extract obstacle data as data on the position of the protruding obstacle (26) from the storage unit (330). The control unit (30) can generate an obstacle control signal (M) and a braking control signal (B) at the same time. At this time, the obstacle control signal (M) can correspond to the strength of the magnetic field applied to the fluid (345) including magnetic particles of the damper unit (340), and the braking control signal (B) can correspond to the strength of the magnetic field applied to the fluid (356) including magnetic particles of the braking unit (350). When a magnetic field is generated in the coil section (344) of the damper section (340) and the braking coil section (355) of the braking section (350) and applied to the fluids (345, 356) each containing magnetic particles, a chain of magnetic particles is generated, and as the viscosity of the fluids (345, 356) containing magnetic particles increases, the damping force of the damper section (340) and the braking force of the braking section (350) can gradually increase.

[0134] At this time, when the braking force of the braking unit (350) increases and the speed of the vehicle decreases, the front of the vehicle is simultaneously subjected to a vertical load force, causing the vehicle body to lower. Accordingly, the control unit (310) preferably generates a damping control signal (M) so as to increase the damping force of the damper unit (340) more significantly than in ② of Fig. 12 (a) so as to prevent vibration that occurs when the front of the vehicle rises after being subjected to a vertical load force, and at the same time prevent vibration that occurs when the position of the wheel rises upon entering a protruding obstacle (26). As a result, the vehicle can enter the protruding obstacle (26) while decelerating.

[0135] Since the processes ③ to ⑦ thereafter substantially correspond to the damper part (140) control of processes ② to ⑥ described above in Fig. 8 (a), a detailed description thereof will be omitted.

[0136] Meanwhile, according to one embodiment of the present invention, the control system (100, 200, 300) of the vehicle suspension may further include a mode input unit (not shown) for receiving a driving mode of the vehicle from the driver. The driving mode may be selected from a normal mode, a sports mode for rougher and sportier driving than the normal mode, a comfort mode for more comfortable driving than the normal mode, etc. The control unit (110, 210, 310) may increase or decrease the road surface grade (21, 23, 25) [see FIG. 2] according to the driving mode. In other words, the road surface data values ​​for the road surface grade (21, 23, 25) may be readjusted.

[0137] For example, in normal mode, the road surface grade (21, 23, 25) and road surface data can be used as they are. When the driving mode is changed from normal mode to sport mode, the control unit (110, 210, 310) can generate a damping control signal by reducing the road surface grade (21, 23, 25) that has been sensed. In sport mode, since the degree of damping force control of the damper unit (140, 240, 340) needs to be reduced, a damping control signal corresponding to a highway (21) is generated on a normal road (23), and a damping control signal corresponding to a normal road (23) is generated on an off-road (25) so that the driver can experience a rougher and more solid driving feel. When the driving mode is changed from normal mode to comfort mode, the control unit (110, 210, 310) can increase the road surface grade (21, 23, 25) that has been sensed so as to generate a damping control signal. In comfort mode, it is necessary to increase the degree of control of the damping force of the damper section (140, 240, 340), so that a damping control signal corresponding to a general road (23) is generated even on a highway (21), and a damping control signal corresponding to an off-road (25) is generated even on a general road (23), so that the driver can experience a more comfortable and smooth driving feeling.

[0138] Meanwhile, according to one embodiment of the present invention, a plurality of damper parts (140, 240, 340) respectively connected to a plurality of wheels can independently control the damping force. Since an obstacle (26, 27) may not contact a plurality of wheels simultaneously but only a specific wheel, in this case, the damping force of only the corresponding wheel can be independently controlled. Alternatively, when a vehicle turns, the wheels on the outer part receive a stronger load than the wheels on the inner part, so the damping force of the outer and inner wheels can be independently controlled.

[0139] FIG. 13 is a drawing schematically showing a method for controlling a vehicle suspension device according to one embodiment of the present invention.

[0140] First, the vehicle (10) can start driving (S110).

[0141] Next, the road surface condition on which the vehicle (10) is driving can be detected (S120). The road surface condition can be detected in real time through the detection unit (120). The image acquisition unit (121) can visualize the road surface condition, and the sensing unit (123) can digitize the vehicle's driving condition and the road surface condition.

[0142] Next, road surface data can be generated based on the road surface condition (S130). The road surface condition detected by the detection unit (120) can be immediately converted into road surface data. The converted road surface data can be stored in the storage unit (130) or used directly to adjust the damping force of the damper unit (140). Alternatively, road surface data previously stored in the storage unit (130) can be used.

[0143] Next, the damping force of the damper unit (140) can be adjusted based on the road surface data. The higher the road surface grade, the greater the absolute value of the damping force adjustment amount of the damper unit (140) can be controlled.

[0144] FIG. 14 is a drawing schematically illustrating a method for controlling a vehicle suspension when passing an obstacle according to one embodiment of the present invention.

[0145] First, the vehicle (10) can start driving (S210).

[0146] Next, an obstacle (26, 27) on the road surface on which the vehicle (10) is driving can be detected (S220). Detection of the obstacle (26, 27) can be performed simultaneously with detection of the road surface condition (S225). Detection of the road surface condition (S225) corresponds to S120 of Fig. 13. A part where the deviation of the roughness value or the altitude value of the road surface grade is greater than a set numerical value can be detected as an obstacle (26, 27). Alternatively, the obstacle (26, 27) can be detected in the image by the image acquisition unit (121).

[0147] Next, obstacle data can be generated (S230). The generation of obstacle data can be performed simultaneously with the generation of road surface data (S235). The generation of road surface data (S235) corresponds to S130 of FIG. 13. The control unit (110) can generate an obstacle control signal for adjusting the damping force of the damper unit (140) according to the obstacle data. In addition, a damping control signal according to the road surface data can be generated.

[0148] Next, the damping force of the damper unit (140) can be adjusted based on the obstacle control signal and the damping control signal. By controlling the braking unit (350) while adjusting the damping force of the damper unit (140) (S245), it is possible to pass through an obstacle in a decelerated state.

[0149] As described above, the present invention can detect road conditions in advance or in real time, flexibly responding to unexpected road conditions and reducing vibrations and shocks transmitted to the vehicle body. Furthermore, it can control vibrations and shocks transmitted to the vehicle body to suit the user's needs, depending on the driving mode or road condition grade. Accordingly, the impact on the battery of an electric vehicle or the hydrogen tank of a hydrogen vehicle can be minimized, thereby improving the durability and safety of the vehicle.

[0150] While the present invention has been illustrated and described with reference to preferred embodiments as described above, it is not limited to the above-described embodiments, and various modifications and variations are possible by those skilled in the art without departing from the spirit of the invention. Such modifications and variations are deemed to fall within the scope of the present invention and the appended claims.

Claims

1. A system that detects the road surface condition and controls the suspension of a driving vehicle. A sensing unit that detects the road surface condition of the lane; A storage unit in which road surface data for the above road surface condition is stored; A control unit that generates a damping control signal according to the above road surface data; and A damper section in which a fluid containing magnetic particles is filled at least partially, and a current applied to the fluid is controlled according to the damping control signal; Including, A vehicle suspension control system in which the above road surface data is classified into multiple road surface grades according to the deviation of the road surface roughness value or altitude value.

2. In paragraph 1, A control system for a vehicle suspension, wherein the detection unit includes at least one of an image acquisition unit that obtains an image of a road surface condition and a sensing unit that obtains a numerical value of a vehicle's driving condition or a road surface condition.

3. In paragraph 1, It further includes a navigation unit that guides the driving direction of the vehicle, A vehicle suspension control system, wherein the above road surface data is stored in the navigation unit or is stored by receiving data from an external source.

4. In paragraph 1, A control system for a vehicle suspension, wherein the damping control signal includes information on the current level applied to the damper unit to correspond to the road surface grade.

5. In paragraph 4, A vehicle suspension control system, wherein the higher the road surface grade, the higher the current level, and the greater the absolute value of the damping force adjustment amount of the damper section.

6. In paragraph 1, A vehicle suspension control system, wherein when a road surface roughness value that differs by a set value or more from the average road surface roughness value for an arbitrary section of a lane is detected, the control unit identifies the section where the road surface roughness value is detected as an obstacle section, sets the road surface roughness value as obstacle data, and generates an obstacle control signal according to the obstacle data.

7. In paragraph 1, A vehicle suspension control system in which the storage unit stores a road surface roughness value that differs by a set value or more from the average road surface roughness value for an arbitrary section of a lane as obstacle data, and the control unit generates an obstacle control signal according to the obstacle data.

8. In paragraph 6 or 7, A vehicle suspension control system that updates and stores road surface data and obstacle data regarding the road surface condition of a previously driven lane when the vehicle re-drives on the lane in which it was previously driven.

9. In paragraph 1, The above road surface data includes the elevation value of the road surface, A control system for a vehicle suspension, wherein the above damping control signal is a signal that controls the damping force of the damper section to correspond to a change in the slope of the elevation value of the road surface.

10. In paragraph 1, The above damper part, cylinder housing; The fluid containing the magnetic particles filled within the cylinder housing; a piston portion arranged longitudinally within the cylinder housing; and A coil section that applies a magnetic field to the fluid; A control system for a vehicle suspension, including:

11. In paragraph 10, A control system for a vehicle suspension, wherein the above damping control signal is a signal regarding the strength of a magnetic field generated in the coil section, and the stronger the strength of the magnetic field, the stronger the chain formed by the magnetic particles becomes, thereby increasing the damping force of the damper section.

12. In paragraph 10, The above damper part, A control system for a vehicle suspension, further comprising a dispersing unit disposed on an area of ​​the cylinder housing different from an area where the coil unit is disposed, and applying a magnetic field that prevents the magnetic particles in the fluid from settling.

13. In paragraph 1, It further includes a mode input section for receiving the vehicle's driving mode, The above control unit is a control system of a vehicle suspension that increases or decreases the road surface grade according to the driving mode.

14. In paragraph 13, When the driving mode is changed from normal mode to sports mode, the control unit reduces the road surface grade to generate the damping control signal, A vehicle suspension control system, wherein when the driving mode is changed from normal mode to comfort mode, the control unit increases the road surface grade to generate the damping control signal.

15. In paragraph 1, A control system for a vehicle suspension, wherein a plurality of damper sections each connected to a plurality of wheels independently control damping force.

16. In paragraph 6 or 7, It further includes a braking unit for slowing down the vehicle, A control system for a vehicle suspension, wherein the control unit generates a braking control signal that controls the braking unit.

17. In paragraph 16, A control system for a vehicle suspension, wherein the vehicle is decelerated by the braking control signal when the vehicle enters the obstacle section or a predetermined time before the vehicle enters the obstacle section.

18. In paragraph 16, The above braking unit, brake housing; The fluid containing the magnetic particles filled in the brake housing; A load portion arranged longitudinally within the above brake housing; A brake plate portion formed to extend in a direction perpendicular to the above load portion; and A braking coil unit that applies a magnetic field to the fluid; A control system for a vehicle suspension, including:

19. In paragraph 18, A control system for a vehicle suspension, wherein the above-mentioned braking control signal is a signal regarding the strength of a magnetic field generated by the braking coil unit, and the stronger the strength of the magnetic field, the stronger the chain formed by the magnetic particles becomes, thereby increasing the braking force of the braking unit.

20. A method for controlling the suspension of a vehicle by detecting the road surface condition of the lane, (a) a step of detecting the road surface condition of a lane; (b) a step of generating road surface data for the above road surface condition; (c) a step of generating a damping control signal according to the above road surface data to control the damping force of a vehicle damper section filled at least partially with a fluid containing magnetic particles; Including, In the above step (b), the road surface data is classified into multiple road surface grades according to the deviation of the road surface roughness value or altitude value, A method for controlling a vehicle suspension, wherein in the step (c) above, the current applied to the fluid is adjusted according to the damping control signal.

Images