201024119 六、發明說明： 【發明所屬之技術領域】 本發明係有關於一種車輛避震器之控制方法，尤指一 種可依路面特徵進行行車模式預測、預先調整阻尼力，提 升車輛動態穩定性與乘適性之車輛避震器控制方法。 【先前技術】 有鑒於現今市場上之電子懸吊架構複雜，且通常使用 大量感測器及計算邏輯以預測路況和計算所需要之阻尼 力，其目的在於儘可能使系統反應趨近於即時控制，然而 整套裝置包含控制器與避震器本體均為高單價產品，因此 多數裝配於高級車輛，且乘適性改善程度亦不顯著。 就專利而言，例如美國發明專利71咖9「s哪—ion control apparatus of vehicle, 參 鄰兩咼點之距離為基礎，同時彳貞測實 兩高點之空間頻率，和系幅= 資料與實際量測所得之資料有差L 巧’右内建 整阻尼減定值，並更新面广Μ會重新調 該專利在路面之分類，僅=面貝枓庫之資料。然而， 決定路面振幅大小’然後路面空間頻率 阻尼力之設定值’上逑二點邏輯面振幅大小決定 面（wavy—)，並非針_ =之路面為波狀路 差路、具有伸縮縫之快迷^的=特性’例如在針心 上述二點邏輯分辨，換〜 瀝月不良路等，+又 3 、…該專利C:: 201024119 調整至最佳阻尼力。 此外例如美國發明專利7337055「Adaptive cruise control system for automotive vehicle」，該案所提出 之系統係判斷車輛未來即將可能出現之運動狀態，以及是 否需要車輛控制系統提供安全性辅助，利用導航系統與煞 車聯動之技術，以接收GPS(gl〇bal position system)訊 號搭配系統内建之地圖資料，預先計算未來行車路徑之轉 彎半徑等資訊，於車輛在進入彎道前自動給予警告提醒， ⑩並且自動減速，於車輛驶出彎道後再自動加速恢復原車 速。該案主要訴求在於可自動減速或加速，惟該系統所計 算得出之車速往往無法滿足駕駛人實際需求，且***萬一 臨時發生故障，其所導致之嚴重後果難以想像。 【發明内容】 鲁 有鑑於習知技術之缺失，本發明提出一種車輛避震器 之控制方法，可依路面特徵進行行車模式預測、預先調整 阻尼力’提升車輛動態穩定性與乘適性。 本發明提出之車輛避震器之控制方法，盆係利用 GPS(全球定位系統）對車輛進行定位，再對目前車體動能物 理參數進行偵測，以判斷車輛即將行駛路段之 =====預設阻尼力’再根據實㈣較㈣ 為使貴審查委貞對於本發明之結構目的 進一步之了解與認同，兹配合圖示詳細說明如后。男炅 201024119 【實施方式】 . 以下將參照隨附之圖式來描述本發明為達成目的所使 用的技術手段與功效，而以下圖式所列舉之實施例僅為輔 . 助說明，以利貴審查委員暸解，但本案之技術手段並不限 於所列舉圖式。 請參閱第一圖所示本發明之車輛避震器控制方法實施 _ 例’該控制方法10主要包含： 步驟11 : GPS(全球定位系統）車輛定位； 步驟12:對目前車體動態物理參數進行偵測； v驟13 .判斷車輛即將行驶路段之路面特徵；透過Gps内 建之地圖及路徑資料判斷車輛即將行駛之路段以彎 道為主或以直線道為主。 步驟14 :根據路面特徵提供一預設阻尼力；於系統内建有 不同之随尼力查詢索引，每一阻尼力查詢索引有其相 Φ 對應之阻尼力表，依據路面特徵選擇符合之阻尼力杳 詢索引，而後再選擇對應之阻尼力。 • 步驟15 :進行阻尼力設定；可能因為實際駕駛行為或車體 • 狀態而導致預設阻尼力不符合實際駕駛狀況，因此必 須對阻尼力進行調整。 基於行駛路段之路面特徵可能以彎道為主或以直線道 為主’因此本發明可針對以彎道為主或以直線道為主分 進行避震器控制，其方法如下。 ] 清參閱第二圖所示本發明針對行駛路段以彎道為主之 5 201024119 •車輛避震器控制方法實施例，該控制方法100主要包含： 步驟110 : GPS(全球定位系統）車輛定位及目前車體動態物 理參數偵測；於車輛安裝GPS，接收GPS訊號並透過 . 讀取GPS之内建地圖、路徑資料以進行車輛定位。於 - 車輛定位之同時，偵測與車輛有關之車體動態物理參 數，包括車速、側向加速度、車體滾動狀態（Roll rate/ angle)、車體橫擺率（Yaw rate)與方向盤轉角 變化等，至於上述各項車體動態物理參數之偵測，可 φ 透過軟體編程等方式而達成，在此不予贅述。 步驟120 :判斷車輛行駛路段以彎道為主；透過GPS内建 之地圖及路徑資料判斷車輛即將行駛之路段以彎道 為主，可能為連續S型路段，或彎道與直線道混合路 段，但大部分路段包含彎道，關於彎道之定義，可透 過GPS設定。 關於彎道與直線的差異可以由幾個參數進行分辨，包 括地圖上路徑的區率半徑、循著路徑前進在法規車速 φ 内可能達到的侧向加速度、方向盤轉動角度或是否可 能因轉動方向盤而產生危險等。但實際上，系統有無 ' 分辨彎道或是直線，並不影響系統取得初始預設阻尼 ‘ 力的功能，影響到的是後續進階功能，如彎道部分可 能有安全區進行預設值是否合適的確認以及彎道中 將根據車輛動態反應與駕駛者駕駛風格進行更新資 料庫預設值或是補償值之功能。 步驟130 :提供一預設阻尼力；其係根據即將進入之彎道 之路徑、駕駛者類型及車輛狀態等參數提供一預設阻 201024119 尼力。關於上述該路徑、駕駛者類型、車輛狀態等參 數可設置於GPS内，或設置於一獨立之資料庫系統， 於系統内建有不同之阻尼力查詢索引，每一阻尼力查 °句索引有其相對應之阻尼力表，依據路徑、駕駛者類 * 型及車輛狀態選擇符合之阻尼力查詢索引，而後再選 擇對應之阻尼力。 步驟140 :進行阻尼力設定；雖然於步驟130已針對即將 進入之弯道提供預設阻尼力’然而與駕駛者實際通過 參 °亥考道時之驾驶行為，例如速度、刹車、轉彎角度等 等，仍然可能存在差異，因此，於本步驟進行判斷， 若預設阻尼力符合實際駕駛狀況，則維持原阻尼力， 同時繼續步驟150 ;若預設阻尼力不符合實際駕駛狀 況’則必須對阻尼力進行調整，關於阻尼力調整之方 法’將詳細說明於後。 步驟150 :紀錄車體動態物理參數；該車體動態物理參數 包括車速、侧向加速度、車體滾動狀態（Rol i ❹ rate/angle)、車體橫擺率（Yaw rate)與方向盤轉角 變化等參數。紀錄相關物理參數做為車輛反應是否符 * 合需求之判斷’當不符合需求將進行運算決定阻尼力 * 修改方式’並修改資料庫中對應此一狀態下的阻尼力 設定；此外並應用紀錄之物理參數進行駕駛者類型之 區分。 爹驟160 :區分駕駛者類別；亦即確認當前駕駛者之駕駛 行為，若阻尼力於步驟14〇時被更改，則將當前駕駛 者行為紀錄於阻尼力查詢索引，以更新阻尼力查詢索 201024119 •引，且可提供當前駕駛者於下一次駕駛時作為步驟 130所提供之預設阻尼力；反之，若阻尼力於步驟140 時未被更改，表示當前駕駛者之駕駛行為已存在於阻 •尼力查詢索引，步驟130所提供之預設阻尼力正確。 . 當下次行駛至該路段之前，系統即以更新之阻尼力查 詢索引阻尼力設定為主。 請參閱第三圖及第四圖，完成上述步驟130預設阻尼 力後，更包括一車輛駕駛目標值比對之步驟131，該車輛 參 駕駛目標值比對之步驟131包括下列步驟： 步驟1311 :判斷車輛定位位置是否位於一道路與路面狀態 預測區内。該道路與路面狀態預測區係透過該GPS(全 球定位系統）之内建資料地圖定義而成。如第四圖所示 實施例，其係於進入彎道P2之前，預先設定一以直線 道為主之道路與路面狀態預測區P1，於該道路與路面 狀態預測區P1内進行車輛駕駛肖標值比對，以提供駕 駛者一定之駕駛參數參考值。該道路與路面狀態預測 Φ 區P1可為直線道或一轉彎半徑很大之彎道或其他具 曲率之道路，第四圖係以直線道為說明例。 ' 當判斷該車輛定位位置位於道路與路面狀態預測區P1 内，則進行判斷車體動態在道路與路面狀態預測區P1 内是否超過目標值限制之步驟1312 ; 步驟1312 :判斷車體動態在道路與路面狀態預測區内是否 超過目標值限制；該目標值包括車速，及煞車力、縱 向加減速度等物理量； 當判斷車體動態在道路與路面狀態預測區P1内超過 201024119 目標值，則進行阻尼力調整為最佳化之步驟1313，且 於車輛通過道路與路面狀態預測區後進行阻尼力設 定；當判斷車體動態在道路與路面狀態預測區内未超 過目標值，則監控車體動態在道路與路面狀態預測區 P1内是否超過目標值，直到車體動態在道路與路面狀 態預測區P1内超過目標值。 步驟1313 :阻尼力調整為最佳化。 上述該車輛駕駛目標值比對步驟131之目的在於，避 ❹ 免車輛在彎曲道路行駛時，因入彎車速太高，影響行車安 全性，車輛在定位後，其位置若在彎曲道路區域定義之道 路與路面狀態預測區P1内（如第四圖所示），只要即時車速 在此道路與路面狀態預測區P1内超過安全車速，則直接將 阻尼力查詢索引設定成最佳化，以穩定車體動態，增加安 全性。此外，在道路與路面狀態預測區P1除了採用車速偵 .測外，亦可以煞車力、縱向加減速度等物理量進行判斷。 必須強調說明的是，該道路與路面狀態預測區可為直線 ❿ 道，可為彎道，亦可為直線道與彎道混合路段，並不侷限 於第四圖所示直線道。 此外，完成第二圖所示該步驟150紀錄車體動態物理 參數後，更包括一阻尼力補償步驟151，用以修正阻尼力， 如第五圖所示，該阻尼力補償之步驟151包括： 步驟1511 :將行經定義區域紀錄之車體動態物理參數與一 設定值進行比較；該定義區域包括彎曲道路。該車體 動態物理參數包括車速、側向加速度、車體滚動狀態 (Roll rate/ angle)、車體橫擺率（Yaw rate)與方向 201024119 盤轉角變化等參數。該車體動態物理參數分別具有相 對應之設定值，例如車速對應於一車速設定值，側向 加速度對應於一側向加速度設定值，以此類推。 步驟1512 :阻尼力調整參數更新；本步驟係根據步驟 1511之比較結果而進行更新，視車體動態物理參數之實質 物理意義不同，而由車體動力學理論計算而得決定調升或 調降阻尼力。例如，當車輛行經波狀路面時，車體俯仰 (pitch)運動大於設定值，則須將回彈侧阻尼力降低。該阻 〇 尼力補償步驟151之目的在於，系統初始設定雖選擇符合 駕駛者行為之阻尼力，但許多因素可能造成阻尼力設定不 合適，例如由於駕駛行為與習慣差異，雖然侧向加速度相 同卻仍可能在車體動態相異，如車體橫擺率之不同；而硬 體差異如避震器和彈簧等因製作公差造成與系統設定有些 許差異，亦會造成車輛性能不如預期。故透過阻尼力補償 步驟151補償經系統判斷後孓駕駛者行為習慣及硬體差異 對阻尼力調整之影響，並且比對已紀錄之車體動態物理參 φ 數，更新相對應之阻尼力查詢索引，以補償阻尼力過大或 太小之情形。 此4，於完成上述阻尼力補償步驟151後，於進入第 二圖所示該步驟160區分駕駛者類別之步驟前，更包括將 車體動態物理參數與一設定值進行比較之步驟152，如第 六圖所示，其包括下列步驟： 步驟1521 :判斷駕駛者類別是否改變；當判斷駕駛者類別 改變時，則採用改變後之駕駛者類別之阻尼力；當判 斷駕駛者類別無改變時，則維持預設之阻尼力。 201024119 •步驟1522 :判斷阻尼力補償調整參數是否改變；當判斷阻 尼力補償調整參數改變時，則採用補償調整後之阻尼 力，當判斷阻尼力補償調整參數無改變時，則維持預 ，設之阻尼力。該定義區域包括彎曲道路，該車體動態 .物理參數包括車速、侧向加速度、車體滾動狀態（Roll rate/ angle)、車體橫擺率（Yaw rate)與方向盤轉角 變化等參數。 該步驟152之目的係為了預先區分駕駛人類型，因不 ❹ 同駕駛行為與習慣，將使得車輛之暫態變化不一樣，而影 響行車安全與乘適性，例如習慣開快車之駕駛者，隨著轉 -半徑之不同，側向加速度與車體滚動狀態（r〇ll rate) 亦不一樣，系統可據以判斷出駕駛者類別改變，亦即原本 提供之阻尼力並不適合當前駕駛者，此時以安全性考量優 先，將阻尼力調整加大，而開車較慢之駕駛者，其侧向加 速度較小’在不影響安全性之前提下，阻尼力調整將減小， 以提高乘適性。故利用所紀錄之車體動態物理參數預估分 〇 類駕駛者習慣，調整符合該駕駛者之阻尼力設定，經系統 内建邏輯判別後，將更新駕驶者類型區分，以便下次以同 樣狀態經過同一路段時’可以提供更合適之阻尼力。 以車速為例’將車速與一安全車速進行比較，若車速 大於或等於安全車速，則代表駕駛者類別改變，亦即陴瓜 力補償調整參數改變，必須採用補償調整後之阻尼力；芳 車速小於安全車速，則比較車速是否大於一積極車速簋小 於該安全車速，若是，則代表駕駛者類別改變，亦即陴足 力補償調整參數改變，必須採用補償調整後之阻尼力；砮 201024119 否，則再比較車速是否小於一和緩車速，若是，則代表駕 駛者類別改變，亦即阻尼力補償調整參數改變，必須採用 補償調整後之阻尼力；若否，則比較車速是否大於或等於 該和緩車速，且小於該安全車速，若是，則代表駕駛者類 別改變，亦即阻尼力補償調整參數改變，必須採用補償調 整後之阻尼力；若否，則表示阻尼力補償調整參數無改變， 可維持預設之阻尼力。 必須說明的是，前述步驟1511與該步驟1522均係將 φ 行經定義區域之車體動態物理參數與一設定值進行比較， 但步驟1511、1522兩者所配合之前步驟不同，因此阻尼力 補償調整參數之變化也有不同。 完成上述步驟152後，即可進入步驟160區分駕駛者 類別，確認當前駕驶者之駕駛行為，且該駕駛者之駕駛行 為已存在於當前車輛之阻尼力查詢索引中，當下次該駕駛 者再度駕駛該車輛行歇於彎道為主之路段時，即可以快速 對應至最佳阻尼力。且由前述步驟可知，對於駕駛者類別 ⑩ 區分可於兩個時段進行，一為進彎前之判斷，二係根據彎 道中操控方式與車輛反應作為判斷。 綜合上述步驟，請參閱第七圖所示本發明針對行駛路 段以彎道為主之控制方法另一實施例，該控制方法100A主 要包含： 步驟110 : GPS(全球定位系統）車輛定位及目前車體動態物 理參數偵測； 步驟120 :判斷車輛行駛路段以彎道為主； 步驟130 :提供一預設阻尼力； 12 201024119 步驟131 :車輛駕駛目標值對比； 步驟140 :進行阻尼力設定； 步驟150 :紀錄車體動態物理參數； 步驟151 :阻尼力補償； 步驟152 :將車體動態物理參數與一設定值進行比較； 步驟160 :區分駕駛者類別。 綜上所述可知，本發明針對行駛路段以彎道為主之車 輛避震器控制方法，其特色在於針對彎道為主的區域，根 ® 據内建的路面資料加上車輛運動與負載狀態進行阻尼力的 初步判定，並進行阻尼力設定調整；但針對特定彎道類型， 將於進入彎道前根據車輛運動狀態預測可能的駕駛行為， 當判定與標準駕駛行為不同時，會以初步判定之阻尼力為 基礎進行修正，若判定與標準駕駛行為相同時，則以初步 判定的阻尼力設定進行調整；於轉彎過程t，系統將紀錄 車輛的相關運動狀態與駕駛者操作方式，進行駕駛者類型 區分，並根據内建邏輯進行分析，決定原本預設之阻尼力 ® 設定是否需要修改；此外系統將根據上述之彎道中之車體 運動資料，進行預設阻尼力設定結果合適與否之判定，若 不合適，將根據内建之相關邏輯進行修正，以補償阻尼力 設定邏輯不足之處或是因為硬體特性差異所造成之影響。 請參閱第八圖所示本發明針對行駛路段以直線道為主 之車輛避震器控制方法實施例，該控制方法200主要包含： 步驟210 : GPS(全球定位系統）車輛定位及目前車體動態物 理參數偵測；於車輛安裝GPS，接收GPS訊號並 13 201024119 透過讀取GPS之内建地圖、路徑資料以進行車輛 定位。於車輛定位之同時，偵測與車輛有關之車 體動態物理參數，包括車速、車體垂直向運動 量、承載/非承載質量相對運動量、車體俯仰 (pitch)運動與乘客座椅加速度等，至於上述各 項車體動態物理參數之偵測，可透過軟體編程等 方式而達成，在此不予贅述。 步驟220 :判斷車輛行駛路段以直線道為主；透過Gps内 建之地圖及路徑資料判斷車輛即將行駛之路段 以直線道為主，可能為連續S型路段，或彎道與 直線道混合路段，但大部分路段包含直線道，或 轉彎半徑很大之彎道也可視為直線道，關於直線 道之定義，可透過GPS設定。 步驟230 :設定路面特徵資料並提供一預設阻尼力；其係 根據即將進入之直線道之路面特徵資料提供一 預设阻尼力，該路面特徵包括波狀路面，或路面 維修、路面損毀、人孔蓋、段差路、伸縮縫等資 料，該路面特徵資料可設置於Gps内，或設置於 一獨立之資料庫純，㈣統_有不同之阻尼 力查詢索引，每一阻尼力查詢索弓I有其相對應之 阻尼力表，依據路面特徵資料選擇符合之限尼力 查詢索引，而後再選擇對應之阻尼力。 步驟240:於車輛通過一預設路面特徵之道路後進行阻尼 力設定；雖然於步驟230已針對即將進入之直線 道提供預設阻尼力，然而與駕駛耆實際通過該路 14 201024119 段（以直線道為主，但可包含直線或彎道）時之駕 駛行為，例如速度、剎車、轉彎角度等等，仍然 可能存在差異，因此，於本步驟進行_，若^ 設阻尼力符合實際駕駛狀況，則維持原阻尼力、 同時繼續步驟250 ;若預設阻尼力不符合實際駕 駛狀況，則必須對阻尼力進行調整，關於阻^^ 調整之方法，將詳細說明於後。 步驟250 :紀錄車體動態物理參數；該車體動態物理參數 ❹ 包括車速、車體垂直向運動量、承載/非承載質 量相對運動量、車體俯仰（piteh)運動與乘客座 椅加速度等。 步驟260 :更新路面特徵資料；亦即確認車輛實際通過直 線道路段之阻尼力，以更新内建路面特徵阻=力 查詢索引’因不同路面特徵所需要的阻尼力調整 值均不同’故系統内建之路面特徵均有其相應^ 阻尼力查詢索引，而路面特徵帶給車輛最直接之 ❹絲即為車體動態之變化，如經過波狀路時，在 垂直=的加速度與位移就比高速公路明顯，假設 車辅定位在波狀路段，實際紀錄之車輛垂直向加 冑度較似解較冑，_料符，故當超過或 特疋值時，系統就會判定為此波狀路之路 =狀況不佳’如修路、路面損毁等，然後重新調 ς此路φ特徵之阻尼力查射引，當下次行驶至 〜路段之前，只要該路段之實際路面不再改變， 系統即以更新之阻尼力查詢索引阻尼力設定為 !5 201024119 . 主。 此外，完成第八圖所示該步驟250紀錄車體動態物理 參數後，更包括一阻尼力補償步驟251，用以修正阻尼力， • 如第九圖所示，該阻尼力補償之步驟251包括： • 步驟2511 :將行經定義區域紀錄之車體動態物理參數與一 設定值進行比較；該定義區域包括直線道路。該車體 動態物理參數包括車速、車體垂直向運動量、承载/ 非承載質量相對運動量、車體俯仰（pi tch)運動與乘客 e 座椅加速度等參數。該車體動態物理參數分別具有相 對應之設定值，例如車速對應於一車速設定值，侧向 加速度對應於一側向加速度設定值，以此類推。 步驟2512 :阻尼力調整參數更新；本步驟係根據步驟2511 之比較結果而進行更新，視車體動態物理參數之實質 物理意義不同，而由車體動力學理論計算而得決定調 升或調降阻尼力。例如，當行經波狀路面時，車體俯 仰（pitch)運動大於設定值，則須調降回彈側阻尼力。 _ 當完成上述阻尼力補償步驟251後，於進入第八圖所 示該步驟260更新路面特徵資料之步驟前，更包括將車體 動態物理參數與一設定值進行比較之步驟252，如第十圖 • 所示，其包括下列步驟： 步驟2521 :判斷斷路面特徵資料是否改變；當判斷斷路面 特徵資料改變時，則採用改變後之斷路面特徵資料之 阻尼力；當判斷斷路面特徵資料無改變時，則維持預 設之阻尼力。 步驟2522 :判斷阻尼力補償調整參數是否改變；當判斷阻 16 201024119201024119 VI. Description of the Invention: [Technical Field] The present invention relates to a control method for a vehicle shock absorber, and more particularly to a driving mode prediction, pre-adjusting damping force according to road features, and improving vehicle dynamic stability and Multi-fit vehicle shock absorber control method. [Prior Art] In view of the complexity of the electronic suspension architecture on the market today, and the use of a large number of sensors and computational logic to predict the road conditions and the damping forces required for calculations, the aim is to make the system response as close as possible to immediate control. However, the entire device includes a high unit price of the controller and the shock absorber body, so most of them are assembled in advanced vehicles, and the degree of improvement in the suitability is not significant. As far as patents are concerned, for example, the US invention patents 71 "9" s-ion control apparatus of vehicle, based on the distance between the two points, and simultaneously measure the spatial frequency of the two high points, and the amplitude = data and The actual measurement data has a difference L. The right inner built damping reduction value, and the updated surface will re-adjust the classification of the patent on the road surface, only = the surface of the shell. However, determine the road surface amplitude 'The setting value of the road surface frequency damping force' is then 逑 点 逻辑 逻辑 逻辑 逻辑 逻辑 ( wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa wa For example, in the above-mentioned two-point logic resolution of the needle core, change ~ the bad road of Leyue, etc., +3, ... This patent C:: 201024119 adjusts to the optimal damping force. In addition, for example, the US invention patent 7330705 "Adaptive cruise control system for automotive vehicle The system proposed in the case is to judge the motion state that the vehicle is about to appear in the future, and whether the vehicle control system needs to provide safety assistance, and the technology of using the navigation system to link with the vehicle. Receive GPS (gl〇bal position system) signal with the built-in map data, pre-calculate the turning radius of the future driving route and other information, automatically give warnings before the vehicle enters the corner, 10 and automatically decelerate, in the vehicle driving After exiting the corner, it will automatically accelerate to restore the original speed. The main appeal of the case is that it can automatically decelerate or accelerate. However, the speed calculated by the system often cannot meet the actual needs of the driver, and the serious consequences caused by the system in case of temporary failure are hard to imagine. SUMMARY OF THE INVENTION In view of the lack of the prior art, the present invention proposes a control method for a vehicle shock absorber, which can predict the driving mode according to the characteristics of the road surface, and adjust the damping force in advance to improve the dynamic stability and multiplicity of the vehicle. According to the control method of the vehicle shock absorber proposed by the invention, the basin system uses GPS (Global Positioning System) to locate the vehicle, and then detects the current physical parameters of the kinetic energy of the vehicle body to determine the upcoming road section of the vehicle ===== The preset damping force' is further based on the actual (4) and (4). In order to further understand and agree with the structure of the invention, the detailed description of the structure is as follows.炅 炅 201024119 [Embodiment] The technical means and efficacy of the present invention for achieving the object will be described below with reference to the accompanying drawings, and the embodiments listed in the following drawings are only supplementary. Members understand, but the technical means of this case are not limited to the listed figures. Please refer to the implementation of the vehicle suspension control method of the present invention shown in the first figure. The control method 10 mainly includes: Step 11: GPS (Global Positioning System) vehicle positioning; Step 12: Perform current vehicle dynamic physical parameters Detection; vStep 13. Determine the road features of the road that the vehicle is about to travel; use the map and path data built into the GPS to determine whether the road to be driven by the vehicle is mainly curved or straight. Step 14: Provide a preset damping force according to the road surface feature; different index of the Niely force query is built in the system, and each damping force query index has a damping force table corresponding to the phase Φ, and the damping force is selected according to the road surface feature. Query the index and then select the corresponding damping force. • Step 15: Perform damping force setting; the preset damping force may not match the actual driving condition due to actual driving behavior or vehicle body status, so the damping force must be adjusted. The road features based on the traveling section may be mainly curved or mainly straight lanes. Therefore, the present invention can perform shock absorber control mainly for curved roads or straight roads, and the method is as follows. As shown in the second figure, the present invention is directed to a curved road segment 5 201024119 • A vehicle shock absorber control method embodiment, the control method 100 mainly includes: Step 110: GPS (Global Positioning System) vehicle positioning and At present, the vehicle body dynamic physical parameter detection; GPS installation in the vehicle, receiving GPS signals and through. Reading GPS built-in maps, path information for vehicle positioning. At the same time as vehicle positioning, it detects vehicle dynamic physical parameters related to the vehicle, including vehicle speed, lateral acceleration, roll rate/angle, Yaw rate and steering wheel angle change. Etc. As for the detection of the dynamic physical parameters of the above-mentioned vehicle bodies, φ can be achieved through software programming, etc., and will not be described here. Step 120: It is determined that the driving section of the vehicle is mainly curved; the GPS built-in map and the path data are used to judge that the road section to be driven by the vehicle is mainly a curved road, and may be a continuous S-shaped road section or a mixed road section of a curved road and a straight road. However, most of the road sections contain curves. The definition of the curve can be set by GPS. The difference between a curve and a line can be resolved by several parameters, including the zone radius of the path on the map, the lateral acceleration that can be reached within the regulatory vehicle speed φ following the path, the steering wheel rotation angle, or whether it is possible to turn the steering wheel. Danger, etc. But in fact, the system has the function of 'resolving corners or straight lines, which does not affect the system to obtain the initial preset damping' force, which affects the subsequent advanced functions. For example, the corner part may have a safety zone for the preset value. Appropriate confirmation and the function of updating the database preset value or compensation value according to the vehicle dynamic response and the driver's driving style in the curve. Step 130: Provide a preset damping force; it provides a preset resistance 201024119 according to the path of the curve to be entered, the type of the driver and the state of the vehicle. The parameters such as the path, the driver type, and the vehicle state may be set in the GPS or set in an independent database system, and different damping force query indexes are built in the system, and each damping force has a index index. The corresponding damping force table selects the damping force query index according to the path, the driver type* and the vehicle state, and then selects the corresponding damping force. Step 140: Performing a damping force setting; although in step 130, a predetermined damping force is provided for the curve to be entered, 'but the driving behavior when the driver actually passes the reference, such as speed, braking, turning angle, etc. There may still be differences. Therefore, in this step, if the preset damping force is in accordance with the actual driving condition, the original damping force is maintained, and step 150 is continued; if the preset damping force does not conform to the actual driving condition, the damping must be performed. The force is adjusted, and the method of adjusting the damping force will be described in detail later. Step 150: Record the dynamic physical parameters of the vehicle body; the dynamic physical parameters of the vehicle body include the vehicle speed, the lateral acceleration, the rolling state of the vehicle body (Rol i ❹ rate/angle), the yaw rate of the vehicle body, and the change of the steering wheel angle. parameter. Record the relevant physical parameters as a vehicle response. * If the demand does not meet the requirements, the calculation will determine the damping force * Modify the method and modify the damping force setting in the database corresponding to this state; Physical parameters are differentiated by driver type. Step 160: distinguishing the driver category; that is, confirming the driving behavior of the current driver. If the damping force is changed in step 14〇, the current driver behavior is recorded in the damping force query index to update the damping force query cable 201024119 • The reference can provide the preset damping force provided by the current driver as the step 130 at the next driving; otherwise, if the damping force is not changed in step 140, it indicates that the current driver's driving behavior is already present. The Nielly query index, the preset damping force provided in step 130 is correct. The system will use the updated damping force to query the index damping force setting for the next time before driving to the road segment. Referring to the third and fourth figures, after the step 130 is used to preset the damping force, the method further includes a vehicle driving target value comparison step 131. The step 131 of the vehicle driving target value comparison includes the following steps: Step 1311 : Determine whether the vehicle positioning position is within a road and road surface state prediction area. The road and pavement state prediction zone is defined by the built-in data map of the GPS (Global Positioning System). As shown in the fourth embodiment, before entering the curve P2, a road and road state prediction area P1 mainly composed of a straight line is preset, and a vehicle driving compass is performed in the road and road state prediction area P1. The value is compared to provide the driver with a certain driving parameter reference value. The road and road surface state prediction Φ area P1 can be a straight line or a curve with a large radius of curvature or other curved road. The fourth picture is illustrated by a straight line. When it is determined that the vehicle positioning position is located in the road and road surface state prediction area P1, a step 1312 of determining whether the vehicle body dynamics exceeds the target value limit in the road and road surface state prediction area P1 is performed; Step 1312: determining that the vehicle body dynamic is on the road And whether the target value limit is exceeded in the predicted state of the road surface; the target value includes the vehicle speed, and the physical quantity such as the braking force and the longitudinal acceleration and deceleration; and when the vehicle body dynamics exceeds the target value of 201024119 in the road and pavement state prediction area P1, the damping is performed. The force is adjusted to the optimization step 1313, and the damping force is set after the vehicle passes the road and road state prediction area; when it is determined that the vehicle body dynamic does not exceed the target value in the road and road state prediction area, the monitoring body dynamics is Whether the target value is exceeded in the road and road surface prediction area P1 until the vehicle body dynamics exceeds the target value in the road and road surface state prediction area P1. Step 1313: The damping force is adjusted to be optimized. The purpose of the driving target value comparison step 131 is to prevent the vehicle from being bent on the curved road, and the driving speed is too high, which affects the driving safety. After the vehicle is positioned, the position is defined in the curved road area. In the road and pavement state prediction zone P1 (as shown in the fourth figure), as long as the instantaneous vehicle speed exceeds the safe speed in the road and pavement state prediction zone P1, the damping force query index is directly set to be optimized to stabilize the car. Body dynamics, increasing safety. In addition, in the road and road surface state prediction area P1, in addition to the vehicle speed detection, it is also possible to judge the physical quantity such as the vehicle force and the longitudinal acceleration and deceleration. It must be emphasized that the road and road surface prediction area can be a straight track, which can be a curved road or a mixed road of a straight line and a curved road, and is not limited to the straight line shown in the fourth figure. In addition, after the step 150 of the second figure is recorded to record the dynamic physical parameters of the vehicle body, a damping force compensation step 151 is further included for correcting the damping force. As shown in the fifth figure, the damping force compensation step 151 includes: Step 1511: Compare the dynamic physical parameters of the vehicle body with the defined area record with a set value; the defined area includes a curved road. The dynamic physical parameters of the vehicle body include parameters such as vehicle speed, lateral acceleration, Roll rate/angle, Yaw rate and direction 201024119 disc rotation angle. The dynamic physical parameters of the vehicle body respectively have corresponding set values, for example, the vehicle speed corresponds to a vehicle speed setting value, the lateral acceleration corresponds to a side acceleration setting value, and so on. Step 1512: The damping force adjustment parameter is updated; this step is updated according to the comparison result of step 1511, and the actual physical meaning of the dynamic physical parameters of the vehicle body is different, and the vehicle body dynamics theory is calculated and determined to be adjusted or lowered. Damping force. For example, when the vehicle travels through the undulating road surface and the pitch motion of the vehicle body is greater than the set value, the rebound side damping force must be reduced. The purpose of the resisting force compensation step 151 is that the initial setting of the system selects the damping force in accordance with the driver's behavior, but many factors may cause the damping force setting to be inappropriate, for example, due to the difference in driving behavior and habit, although the lateral acceleration is the same It is still possible that the car body dynamics are different, such as the yaw rate of the car body; while the hardware differences such as shock absorbers and springs are slightly different from the system settings due to manufacturing tolerances, and the vehicle performance may be worse than expected. Therefore, the damping force compensation step 151 compensates for the influence of the driver's behavior habits and hardware differences on the damping force adjustment after the system judges, and compares the recorded dynamic physical parameter φ of the vehicle body, and updates the corresponding damping force query index. To compensate for situations where the damping force is too large or too small. 4, after completing the damping force compensation step 151, before the step of entering the driver category in the step 160 shown in the second figure, the method further includes the step 152 of comparing the dynamic physical parameter of the vehicle body with a set value, such as As shown in the sixth figure, the method includes the following steps: Step 1521: determining whether the driver category is changed; when judging that the driver category is changed, adopting the damping force of the changed driver category; when judging that the driver category is unchanged, The preset damping force is maintained. 201024119 • Step 1522: Determine whether the damping force compensation adjustment parameter is changed; when it is judged that the damping force compensation adjustment parameter is changed, the damping force after compensation adjustment is adopted. When it is judged that the damping force compensation adjustment parameter has not changed, the pre-set is maintained. Damping force. The defined area includes the curved road, the body dynamics. Physical parameters include vehicle speed, lateral acceleration, Roll rate/angle, Yaw rate and steering wheel angle change. The purpose of this step 152 is to distinguish the driver type in advance, because the driving behavior and habits are different, which will make the transient change of the vehicle different, and affect the driving safety and the fitness, such as the driver who is accustomed to driving fast. The difference between the rotation and the radius, the lateral acceleration is different from the rolling rate of the vehicle body (r〇ll rate), and the system can judge the driver type change, that is, the damping force originally provided is not suitable for the current driver. When the safety considerations take precedence, the damping force adjustment is increased, and the driver with slower driving has a smaller lateral acceleration. 'Before the safety is not affected, the damping force adjustment will be reduced to improve the multiplier. Therefore, the dynamic physical parameters of the recorded car body are used to predict the driver's habits of the class, and the adjustment is in accordance with the driver's damping force setting. After the system internal logic is determined, the driver type is updated to distinguish the next time in the same state. When passing the same section, 'can provide a more suitable damping force. Taking the speed of the vehicle as an example, 'the vehicle speed is compared with a safe speed. If the vehicle speed is greater than or equal to the safe speed, it means that the driver's category changes, that is, the speed of the compensation adjustment parameter must be compensated. If it is less than the safe speed, compare whether the vehicle speed is greater than an active vehicle speed and less than the safety speed. If yes, it means that the driver's category changes, that is, the footrest compensation adjustment parameter changes, and the damping force after compensation adjustment must be adopted; 砮201024119 No, Then compare whether the vehicle speed is less than one and slow speed, and if so, it means that the driver category is changed, that is, the damping force compensation adjustment parameter is changed, and the adjusted damping force must be used; if not, whether the vehicle speed is greater than or equal to the slow speed And less than the safe speed, if yes, it means that the driver's category changes, that is, the damping force compensation adjustment parameter changes, and the damping force after compensation adjustment must be used; if not, it means that the damping force compensation adjustment parameter has no change, and the pre-control can be maintained. Set the damping force. It should be noted that the foregoing steps 1511 and 1522 respectively compare the dynamic physical parameters of the vehicle body in the defined area of φ with a set value, but the steps 1511 and 1522 are different from the previous steps, so the damping force compensation adjustment The parameters vary. After the above step 152 is completed, the driver can enter the step 160 to distinguish the driver's driving behavior, and the driving behavior of the driver is already present in the damping index of the current vehicle, and the driver will drive again next time. When the vehicle rests on the road where the curve is dominant, it can quickly correspond to the optimal damping force. It can be seen from the foregoing steps that the distinction can be made for the driver category 10 in two time periods, one is the judgment before entering the curve, and the second is judged according to the control mode in the curve and the vehicle reaction. In combination with the above steps, please refer to the seventh embodiment of the present invention, which is directed to a method for controlling a curved road segment. The control method 100A mainly includes: Step 110: GPS (Global Positioning System) vehicle positioning and current vehicle Body dynamic physical parameter detection; Step 120: determining that the vehicle travel section is mainly curved; Step 130: providing a predetermined damping force; 12 201024119 Step 131: vehicle driving target value comparison; Step 140: performing damping force setting; 150: record the dynamic physical parameters of the vehicle body; Step 151: Damping force compensation; Step 152: Compare the dynamic physical parameters of the vehicle body with a set value; Step 160: Differentiate the driver category. In summary, the present invention is directed to a vehicle suspension control method based on a curve in a driving section, which is characterized in that, for a curved-oriented area, the root is based on built-in road surface data plus vehicle motion and load state. The initial determination of the damping force is performed, and the damping force setting adjustment is performed; however, for a specific curve type, the possible driving behavior is predicted according to the vehicle motion state before entering the curve, and when the judgment is different from the standard driving behavior, a preliminary determination is made. The damping force is corrected based on the basis. If the judgment is the same as the standard driving behavior, the adjustment is made with the initially determined damping force setting; during the turning process t, the system records the relevant motion state of the vehicle and the driver's operation mode for the driver. The type is differentiated and analyzed according to the built-in logic to determine whether the original preset damping force setting needs to be modified. In addition, the system will determine whether the preset damping force setting result is appropriate or not based on the vehicle body motion data in the above-mentioned curve. If not appropriate, it will be modified according to the built-in logic to compensate the damping force setting logic. Or the impact of inadequate due to hardware characteristics caused by the difference. Referring to the eighth embodiment, the present invention is directed to an embodiment of a vehicle suspension control method based on a straight track in a driving section. The control method 200 mainly includes: Step 210: GPS (Global Positioning System) vehicle positioning and current vehicle body dynamics Physical parameter detection; GPS installation on the vehicle, receiving GPS signals and 13 201024119 by reading GPS built-in maps and path information for vehicle positioning. At the same time as the vehicle is positioned, the physical dynamic parameters of the vehicle body related to the vehicle are detected, including the vehicle speed, the vertical movement amount of the vehicle body, the relative movement amount of the bearing/non-bearing mass, the pitch motion of the vehicle body and the acceleration of the passenger seat, etc. The detection of the dynamic physical parameters of the above-mentioned vehicle bodies can be achieved through software programming and the like, and will not be described here. Step 220: It is determined that the driving section of the vehicle is mainly a straight line; the map and the path data built in the Gps are used to determine that the road section to be driven by the vehicle is mainly a straight road, and may be a continuous S-shaped road section or a mixed road section of a curved road and a straight road. However, most of the road sections contain straight lines, or corners with a large turning radius can also be regarded as straight lines. The definition of straight lines can be set by GPS. Step 230: setting the road surface feature data and providing a preset damping force; providing a predetermined damping force according to the road surface feature data of the straight track to be entered, the road surface feature including the wave road surface, or the road surface maintenance, the road surface damage, the person Hole cover, step difference road, expansion joint and other data, the road surface feature data can be set in Gps, or set in a separate database pure, (4) system _ have different damping force query index, each damping force query cable bow I There is a corresponding damping force table, according to the road feature data, select the Niuli query index that meets the requirements, and then select the corresponding damping force. Step 240: Perform a damping force setting after the vehicle passes a road with a preset road feature; although the preset damping force is provided for the straight track to be entered in step 230, the driving vehicle actually passes the road 14 201024119 (in a straight line) The driving behavior when the road is mainly but can include straight lines or curved corners, such as speed, braking, turning angle, etc., may still be different. Therefore, in this step, if the damping force is in accordance with the actual driving situation, Then maintain the original damping force and continue to step 250. If the preset damping force does not meet the actual driving conditions, the damping force must be adjusted. The method of adjusting the resistance will be described in detail later. Step 250: Record the dynamic physical parameters of the vehicle body; the dynamic physical parameters of the vehicle body ❹ include the vehicle speed, the vertical movement amount of the vehicle body, the relative movement amount of the bearing/non-load bearing mass, the pitch of the vehicle body and the acceleration of the passenger seat. Step 260: update the road surface feature data; that is, confirm that the vehicle actually passes the damping force of the straight road segment to update the built-in road surface feature resistance = force query index 'the damping force adjustment values required for different road surface features are different' The pavement features have their corresponding damping force index, and the most direct skein of the vehicle is the change of the car body dynamics. For example, when passing the undulating road, the acceleration and displacement in vertical = higher than the high speed. The road is obvious. It is assumed that the vehicle is positioned in the undulating section. The actual recorded vertical direction of the vehicle is more ambiguous than the 胄, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Road = poor condition, such as road repair, road damage, etc., and then re-tune the damping force of the road φ feature to check the index, before the next road to ~ section, as long as the actual road surface of the road section does not change, the system The updated damping force query index damping force is set to !5 201024119 . Main. In addition, after the step 250 of the eighth figure is recorded to record the dynamic physical parameters of the vehicle body, a damping force compensation step 251 is further included for correcting the damping force. • As shown in the ninth figure, the damping force compensation step 251 includes • • Step 2511: Compare the dynamic physical parameters of the vehicle with the defined area record to a set value; the defined area includes straight roads. The dynamic physical parameters of the vehicle body include the vehicle speed, the vertical movement amount of the vehicle body, the relative movement amount of the bearing/non-bearing mass, the pitch of the vehicle body (pi tch) and the acceleration of the passenger e seat. The dynamic physical parameters of the vehicle body respectively have corresponding set values, for example, the vehicle speed corresponds to a vehicle speed setting value, the lateral acceleration corresponds to a side acceleration setting value, and so on. Step 2512: The damping force adjustment parameter is updated; this step is updated according to the comparison result of step 2511, and the actual physical meaning of the dynamic physical parameters of the vehicle body is different, and the vehicle body dynamics theory is calculated and determined to be adjusted or lowered. Damping force. For example, when the pitch motion of the vehicle body is greater than the set value when passing the undulating road surface, the rebound side damping force must be reduced. _ After completing the damping force compensation step 251, before the step of updating the road surface feature data in the step 260 shown in the eighth figure, the method further includes the step 252 of comparing the vehicle body dynamic physical parameter with a set value, such as the tenth Figure • It includes the following steps: Step 2521: Determine whether the broken road feature data changes; when it is judged that the broken road feature data changes, the damping force of the changed broken road feature data is used; When changing, the preset damping force is maintained. Step 2522: Determine whether the damping force compensation adjustment parameter is changed; when determining the resistance 16 201024119
尼力補償調整參數改變時，則採用補償調整後之阻尼 力；當判斷阻尼力補償調整參數無改變時，則維持預 設之阻尼力。其係將行經定義區域紀錄之車體動態物 理參數與一設定值進行比較，該設定值包括—目^ 值、一積極值以及一和緩值，以作為判斷阻尼力補产 調整參數疋否改變之依據。該定義區域以直線道為主 之道路’該車體動態物理參數包括車速、車體垂直向 運動量、承載/非承載質量相對運動量、車體俯仰 (pitch)運動與乘客座椅加速度等參數。 刖述步驟251、252之目的主要在於補償經系統判斷後 之駕駛者行為習慣及硬體差異對阻尼力調整之影響。因此 將比對已紀錄之車輛動態資訊，如垂直向運動、承載/非 承載質量相對運動狀態、車體俯仰（pitch)運動與乘客座 加速度等參數，以補償阻尼力過大或太小之情形，並依 應面特徵阻尼力查詢索引，以調整阻尼力段數，更新相對 %之阻尼力查詢索引。 同樣必須說明的是，前述步驟2511與該步驟2522 上將行經定義區域之車體動態物理參數與一設定值進行比 ^力^驟2511、2522兩者所配合之前步驟不同，因此阻 力補该調整參數之變化也有不同。 徵資^成上述步驟252後’即可進入步驟更新路面特 次以重新調整此路面特徵之阻尼力查詢索弓丨，4 系:即力路段之實際路面不再改i， 乂更新之阻尼力查询索弓丨阻尼力設定為主。 综合上述㈣’請參閱料—圖料本發料對行歇 201024119 路段以直線道為主之控制方法另一實施例，該控制方法 200A主要包含： 步驟210 : GPS(全球定位系統）車輛定位及目前車體動態物 理參數偵測； 步驟220 :判斷車輛行駛路段以直線道為主； 步驟230 :設定路面特徵資料並提供一預設阻尼力； 步驟240:於車輛通過一預設路面特徵之道路後進行阻尼 力設定； ® 步驟250 :紀錄車體動態物理參數； 步驟251 :阻尼力補償； 步驟252 :將車體動態物理參數與一設定值進行比較； 步驟260 :更新路面特徵資料。 ' 綜上所述可知，本發明針對行駛路段以直線道為主之 車輛避震器控制方法，其特色在於在直行為主的區域，系 統根據車輛運動與負載狀態，藉由資料庫内建對應不同車 _ 輛條件與路面特徵所需之阻尼力設定資料，於通過該區域 時給予合適之阻尼力設定；同時，在經過已定義的區域時， 系統將持續監控車輛反應，當發現反應超出預設範圍時， 將依照系統内建之邏輯進行阻尼力設定修正（補償如阻尼 力設定邏輯不足造成之性能不盡理想，或是因為相關之硬 體特性差異，例如輸出阻尼力與所需求阻尼力不同所造成 之乘適性不佳，甚至是路面狀態改變，如路面施工或是鋪 面更新等因素所造成之影響），修正之阻尼力設定將記錄於 資料庫中，當下次車輛以相同狀態通過該區域時，將以修 18 201024119 正過的阻尼力設定通過。 綜上所述，本發明提供之車輛避震器之控制方法，利 用不同之路面特徵、車輛空間資料與車内感測器量測資料 比對，以進行行車模式預測，並因應未來行車路徑之路況 和車輛未來即將可能出現的運動狀態，預先調整該路段之 阻尼力，即根據路面特徵資料、GPS資料、車輛運動狀態 以及駕駛者意志進行相關運算，以獲得合適之阻尼力設 定，提升車輛動態穩定性和乘適性，並且適用於主動、半 ❹ 主動、適應性懸吊系統。此外，用於實施本發明方法之系 統架構不僅可降低成本，並可廣泛應用於中低價位產品。 惟以上所述者，僅為本發明之實施例而已，當不能以 之限定本發明所實施之範圍。即大凡依本發明申請專利範 圍所作之均等變化與修飾，皆應仍屬於本發明專利涵蓋之 範圍内，謹請貴審查委員明鑑，並祈惠准，是所至禱。 19 201024119 【圖式簡單說明】 第一圖係本發明實施例流程圖。 第二圖係本發明針對行駛路段以彎道為主之車輛避震 器控制方法實施例流程圖。 第三圖係本發明車輛駕駛目標值比對步驟之流程圖。 第四圖係本發明設定道路與路面狀態預測區之示意 圖。 第五圖係針對第二圖實施例之阻尼力補償步驟流程When the Nili compensation adjustment parameter is changed, the damping force after compensation adjustment is adopted; when it is judged that the damping force compensation adjustment parameter has not changed, the preset damping force is maintained. The system compares the dynamic physical parameters of the vehicle body with the defined area record with a set value, and the set value includes a value of the target value, a positive value, and a moderate value, as a determination of whether the damping force supplemental production adjustment parameter is changed or not. in accordance with. The defined area is a road dominated by a straight line. The dynamic physical parameters of the vehicle body include parameters such as vehicle speed, vertical movement of the vehicle body, relative motion of the loaded/non-loaded mass, pitch motion of the vehicle body, and acceleration of the passenger seat. The purpose of the steps 251 and 252 is mainly to compensate for the influence of the driver's behavior habits and hardware differences on the damping force adjustment after the system judges. Therefore, the recorded vehicle dynamic information, such as vertical motion, bearing/non-bearing mass relative motion state, vehicle body pitch motion and passenger seat acceleration, will be compared to compensate for excessive or too small damping force. According to the surface characteristic damping force query index, to adjust the number of damping force segments, update the damping index of the relative % query index. It should be noted that, in the foregoing step 2511 and the step 2522, the dynamic physical parameters of the vehicle body in the defined area are different from the previous steps, and the previous steps are different, so the resistance complements the adjustment. The parameters vary. After the above-mentioned step 252, the levy can be entered into the step to update the road surface to re-adjust the damping force of the road surface. Query the cable bow, 4 series: the actual road surface of the force section is no longer changed i, the damping force of the 乂 update The damping force of the cable is mainly set. In combination with the above (4) 'Please refer to the material-picture material, the emission method is another embodiment of the control method based on the straight line of the line 201024119. The control method 200A mainly includes: Step 210: GPS (Global Positioning System) vehicle positioning and At present, the physical dynamic parameter detection of the vehicle body is detected; Step 220: determining that the driving road segment is mainly a straight track; Step 230: setting the road surface feature data and providing a predetermined damping force; Step 240: the road passing the vehicle through a preset road feature After the damping force setting; ® Step 250: record the dynamic physical parameters of the vehicle body; Step 251: Damping force compensation; Step 252: Compare the dynamic physical parameters of the vehicle body with a set value; Step 260: Update the road surface feature data. As can be seen from the above, the present invention is directed to a vehicle suspension control method based on a straight track in a traveling section, which is characterized in that in the area of the direct behavior main body, the system is built in accordance with the vehicle movement and the load state by the database. The damping force setting data required for different vehicle conditions and road features will be set to the appropriate damping force when passing through the area; at the same time, the system will continuously monitor the vehicle response when passing through the defined area, and when the reaction is found to exceed the pre- When the range is set, the damping force setting correction will be performed according to the built-in logic of the system (compensation, such as the performance of the damping force setting logic is not ideal, or due to the difference in the relevant hardware characteristics, such as the output damping force and the required damping force) The different suitability is not good, even the road surface changes, such as the impact of pavement construction or pavement renewal.) The corrected damping force setting will be recorded in the database, and the next time the vehicle passes the same state. In the area, it will pass the damping force set by Xi 18 201024119. In summary, the control method of the vehicle shock absorber provided by the present invention uses different road features, vehicle space data and in-vehicle sensor measurement data to compare the driving mode and respond to the road conditions of the future driving route. And the motion state of the vehicle in the future, the damping force of the road section is adjusted in advance, that is, according to the road surface characteristic data, the GPS data, the vehicle motion state and the driver's will, the relevant calculation is performed to obtain a suitable damping force setting, and the vehicle dynamic stability is improved. Sexual and adaptive, and suitable for active, semi-active, adaptive suspension systems. In addition, the system architecture for implementing the method of the present invention not only reduces costs, but is also widely applicable to low- and mid-priced products. However, the above description is only for the embodiments of the present invention, and the scope of the invention is not limited thereto. That is to say, the equivalent changes and modifications made by the applicant in accordance with the scope of application of the present invention should still fall within the scope covered by the patent of the present invention. I would like to ask your reviewing committee to give a clear understanding and pray for it. 19 201024119 [Simplified description of the drawings] The first figure is a flow chart of an embodiment of the present invention. The second figure is a flow chart of an embodiment of a vehicle suspension control method based on a curve in a driving section. The third figure is a flow chart of the vehicle driving target value comparison step of the present invention. The fourth figure is a schematic diagram of the road and road state prediction area of the present invention. The fifth figure is a flow chart of the damping force compensation step for the second embodiment
第六圖係針對第二圖實施例將車體動態物理參數與一 設定值進行比較之步驟流程圖。 第七圖係本發明針對行駛路段以彎道為主之車輛避震 器控制方法另一實施例流程圖。 第八爵係本發明針對行駛路段以直線道為主之車輛避 震器控制方法實施例流程圖。 第九圖係針對第八圖實施例之阻尼力補償步驟流程 圖。 第十圖係針對第八圖實施例之車體動態物理參數與一 設定值進行比較之步驟流程圖。 第十一圖係本發明針對行駛路段以直線道為主之車輛 避震器控制方法另一實施例流程圖。 【主要元件符號說明】 10-本發明實施例流程圖 20 201024119 • 100、100A-針對行駛路段以彎道為主之車輛避震器控制方 法實施例流程圖 200、200A-針對行駛路段以直線道為主之車輛避震器控制 * 方法實施例流程圖 - 1 卜 12、13、14、15、110、120、130、13卜 13U、1312、 1313、140、150、15卜 151 卜 1512、152、152卜 1522、 160、210、220、230、240、250、25卜 251 卜 2512、252、 2521、2522、260-步驟 O P卜道路與路面狀態預測區 P2-彎道The sixth diagram is a flow chart showing the steps of comparing the dynamic physical parameters of the vehicle body with a set value for the second embodiment. The seventh figure is a flow chart of another embodiment of the vehicle suspension control method for driving a road segment based on a curved road. The eighth syllabus is a flow chart of an embodiment of a vehicle damper control method based on a straight line in a traveling section. The ninth drawing is a flow chart of the damping force compensation step for the eighth embodiment. The tenth figure is a flow chart showing the steps for comparing the dynamic physical parameters of the vehicle body with a set value for the eighth embodiment. The eleventh figure is a flow chart of another embodiment of the vehicle suspension control method based on the straight line in the traveling section. [Description of main component symbols] 10- Flowchart of embodiment of the present invention 20 201024119 • 100, 100A - Method for controlling vehicle suspensions based on curved roads for driving roads 200, 200A - Straight roads for traveling sections Main vehicle shock absorber control method flow chart - 1 Bu 12, 13, 14, 15, 110, 120, 130, 13 Bu 13U, 1312, 1313, 140, 150, 15 Bu 151 Bu 1512, 152 152 152, 152, 160, 210, 220, 230, 240, 250, 25 251 卜 2512, 252, 2521, 2522, 260-step OP 卜 road and road state prediction area P2-curve
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