KR-20260063513-A - SYSTEM AND CONTROL METHOD FOR VEHICLE HEIGHT ADJUSTMENT

KR20260063513AKR 20260063513 AKR20260063513 AKR 20260063513AKR-20260063513-A

Abstract

A vehicle height control system and a vehicle height control method are introduced, comprising: a drive unit that controls the vehicle height by inputting or releasing hydraulic pressure; a control valve that controls the entry and exit of hydraulic pressure to the drive unit; a hydraulic line including a first control valve and a second control valve, wherein one side of the first control valve and the second control valve is connected to a first control path and the other side is connected to a second control path, the first control path is connected to the control valve, and a hydraulic pressure generating unit is provided in the second control path at an upstream point of the first control valve; and a control unit that drives the hydraulic pressure generating unit and opens the first control valve and closes the second control valve and the control valve when vehicle height lowering control begins.

Inventors

오길진

Assignees

현대모비스 주식회사

Dates

Publication Date: 20260507
Application Date: 20241030

Claims (20)

A drive unit that controls the garage by the input or release of hydraulic pressure; A control valve that controls the entry and exit of hydraulic pressure to the drive unit; A hydraulic line comprising a first control valve and a second control valve, wherein one side of the first control valve and the second control valve is connected to a first control path and the other side is connected to a second control path, the first control path is connected to a control valve, and a hydraulic generating part is provided in the second control path at an upstream point of the first control valve; and A garage control system comprising: a control unit that drives a hydraulic generating unit and opens a first control valve and closes a second control valve and a control valve when garage lowering control is initiated.
In claim 1, A garage control system in which a plurality of control valves are provided, each control valve is connected to a different driving unit, and the plurality of control valves are connected in parallel to each other through a first control path and connected to a second control valve.
In claim 2, A garage control system in which a drive unit pressure sensor is provided between each drive unit and a control valve, and a control unit opens or closes the control valve based on the measurement value of the drive unit pressure sensor.
In claim 3, A garage control system in which a control path pressure sensor is provided in the first control path, and the control unit compares the measured value of the drive unit pressure sensor with the measured value of the control path pressure sensor to open or close the control valve.
In claim 4, A garage control system in which, when garage lowering control is initiated, the control unit opens the control valve if the measured value of the drive unit pressure sensor is greater than or equal to the measured value of the control path pressure sensor, and closes the control valve if it is smaller.
In claim 4, A garage control system in which the control unit compares the average value of the measured values of the drive unit pressure sensor with the measured value of the control path pressure sensor, and opens the control valve when the average value of the measured values of the drive unit pressure sensor is greater than or equal to the measured value of the control path pressure sensor.
In claim 4, A garage control system in which the control unit compares the maximum value among the measurements of a plurality of drive unit pressure sensors with the measurement value of a control path pressure sensor, and opens a control valve when the maximum value among the measurements of the drive unit pressure sensors is greater than or equal to the measurement value of the control path pressure sensor.
In claim 1, A garage control system in which the control valve is a plurality of normally closed valves, and the first control valve or the second control valve is a normally open valve.
In claim 1, A garage height control system in which, when garage height lowering control is started, the control unit drives the hydraulic power generation unit while the second control valve is closed, and the hydraulic power generated by the hydraulic power generation unit is input into the first control path through the first control valve.
In claim 9, A pressure sensor for the actuator is provided between the actuator and the control valve, and a pressure sensor for the control path is provided in the first control path. A garage control system in which the control unit closes the first control valve to maintain the hydraulic pressure of the first control path when the measured value of the control path pressure sensor is less than or equal to the measured value of the drive unit pressure sensor.
In claim 10, A vehicle height control system in which the control unit stops the operation of the hydraulic power generation unit while the first control valve is closed and opens the control valve so that the measured value of the drive unit pressure sensor and the measured value of the control path pressure sensor are the same.
In claim 11, A height control system in which a fluid recovery unit is provided in the second control path at an upstream point of the hydraulic power generation unit, and as the control unit opens the second control valve, the fluid in the first control path is recovered to the fluid recovery unit and the height is lowered.
In claim 1, A garage height control system in which, when garage height raising control is initiated, the control unit opens the first control valve and the control valve, closes the second control valve, and drives the hydraulic generation unit.
In claim 13, A pressure sensor for the actuator is provided between the actuator and the control valve, and a pressure sensor for the control path is provided in the first control path. A ride height control system in which the control unit inputs hydraulic pressure generated by the hydraulic pressure generation unit into the first control path through the first control valve, and when the measured value of the control path pressure sensor is greater than or equal to the measured value of the drive unit pressure sensor, the control valve is opened to input hydraulic pressure into the drive unit.
In claim 1, A vehicle height control system in which fluid generated by a hydraulic generating unit flows into a first control path through a first control valve and moves toward a second control valve or a control valve, and fluid discharged from a driving unit flows into a first control path through a control valve and flows into a second control path through a second control valve and moves toward a first control valve.
In claim 1, A garage control system in which a pulsation reduction device is provided between the first control valve and the second control valve.
A method for controlling the garage control system of claim 1, A step in which the first control valve is opened and the second control valve is closed when garage lowering control is started; A step of driving a hydraulic power generation unit to generate hydraulic power and inputting the hydraulic power into a first control path; A step of maintaining hydraulic pressure in the first control path by closing the first control valve; A step of opening the control valve by comparing the hydraulic pressure of the first control path with the hydraulic pressure between the driving unit and the control valve; and A garage height control method comprising the step of lowering the garage height by opening a second control valve.
In claim 17, A pressure sensor for the actuator is provided between the actuator and the control valve, and a pressure sensor for the control path is provided in the first control path. A vehicle height control method in which, in the step of opening the control valve, the control valve is opened when the measured value of the driving unit pressure sensor is greater than or equal to the measured value of the control path pressure sensor.
In claim 17, In the second control path, a fluid recovery unit is provided at an upstream point of the hydraulic power generation unit, and A height control method in which, during the step of lowering the height, the height is lowered as the second control valve is opened and the fluid is recovered in the fluid recovery section.
A method for controlling the garage control system of claim 1, A step in which the first control valve is opened and the second control valve is closed when garage height control is started; A step of driving a hydraulic power generation unit to generate hydraulic power and inputting the hydraulic power into a first control path; A step of closing the first control valve to maintain hydraulic pressure in the first control path; and A height control method comprising the step of opening the control valve to input hydraulic pressure to the drive unit when the hydraulic pressure between the drive unit and the control valve is lower than the hydraulic pressure of the first control path.

Description

Vehicle Height Adjustment System and Control Method {SYSTEM AND CONTROL METHOD FOR VEHICLE HEIGHT ADJUSTMENT} Various embodiments of the present disclosure relate to a garage control system and a control method comprising a plurality of hydraulic lines and valves. Technical efforts are ongoing to resolve the issue of impact noise generated during vehicle lowering, as this is a challenge that must be addressed within the vehicle's hydraulic system. Conventionally, hydraulic input units were used for ride height adjustment and posture control, and these systems operated by controlling the vehicle's height through hydraulic pistons and cylinders. However, these structures posed problems as they could cause various issues due to pressure differences within the hydraulic circuit. In particular, pulsation occurred due to pressure differences between multiple fluid passages, frequently resulting in unpleasant impact noise during vehicle lowering. The problem with these conventional technologies stems from the pressure difference between multiple fluid passages, which causes abrupt changes in fluid flow during vehicle lowering. This not only negatively affects ride comfort but also causes driver discomfort and adversely impacts vehicle quality evaluation. Consequently, various methods have been attempted to effectively control these pressure differences; however, these methods have yielded limited noise reduction effects and have also resulted in increased system complexity. Therefore, a method is required to reduce the pressure difference between the multiple fluid passages constituting the hydraulic system during vehicle lowering, and measures must be sought to minimize pulsation by facilitating fluid flow. Furthermore, by developing a method to reduce noise using only the existing system without the addition of extra parts or devices for assembly simplification and weight reduction, it will be possible to increase time and cost efficiency while ultimately contributing to the improvement of vehicle quality. For these reasons, technology capable of reducing impact noise generated during vehicle lowering is required. The matters described as background technology above are intended only to enhance understanding of the background of the present disclosure and do not constitute prior art already known to those skilled in the art. FIG. 1 is a drawing showing a garage control system according to one embodiment of the present disclosure. FIG. 2 is a drawing showing a control unit of a garage control system according to one embodiment of the present disclosure. FIG. 3 is a flowchart illustrating a control method during garage lowering according to one embodiment of the present disclosure. FIG. 4 is a flowchart illustrating a control method when raising a garage according to one embodiment of the present disclosure. In describing the embodiments disclosed in this specification, detailed descriptions of related prior art are omitted if it is determined that such detailed descriptions may obscure the essence of the embodiments disclosed in this specification. Furthermore, the attached drawings are intended only to facilitate understanding of the embodiments disclosed in this specification, and the technical concept disclosed in this specification is not limited by the attached drawings; it should be understood that they include all modifications, equivalents, and substitutions that fall within the spirit and technical scope of this disclosure. The disclosure below is not intended to limit this disclosure to the described form or specific field, and it is considered that various alternative modes and modifications to this disclosure are possible, whether explicitly stated or implied in this specification. Those skilled in the art will recognize that the form and details of this disclosure may change. The present disclosure is described with reference to specific embodiments. However, as understood by those skilled in the art to which the present disclosure pertains, the various embodiments disclosed herein may be modified or otherwise implemented in various other ways without departing from the spirit and scope of the present disclosure. Accordingly, the following description should be considered illustrative and is intended to teach those skilled in the art to the manner in which various embodiments are made and used. It will be understood that the forms of the disclosure shown and described herein are to be taken as representative embodiments. Equivalent elements, or materials, processes, or steps may be substituted for those representatively exemplified and described in the present disclosure. Expressions used in describing the present disclosure, such as "including," "comprising," "incorporating," "consisting of," "have," "is," etc., should be interpreted as allowing items, components, or elements not explicitly described to be indicated in a non-exclusive manner, i.e., to be indicated. In addition, references to the sin