KR102322259B1 - Vehicle controlling apparatus and method thereof - Google Patents

Abstract

The present invention relates to a vehicle control apparatus, and more particularly, to a vehicle control apparatus and method capable of preventing a wheel hop phenomenon of a vehicle.
To this end, the vehicle control apparatus according to an embodiment of the present invention includes an acceleration sensor mounted on each wheel of a vehicle to detect wheel acceleration, a wheel speed sensor mounted on each wheel of the vehicle to detect wheel speed, and the acceleration sensor. A suspension controller that determines whether hopping is performed based on the received acceleration information and, when determined to be hopping, a first hopping intensity according to the acceleration information, and whether or not hopping is based on the wheel speed information provided from the wheel speed sensor , and when it is determined as hopping, a second hopping intensity is checked according to the wheel speed information, and a control signal for controlling at least one of a suspension and an engine is generated according to the first hopping intensity and the second hopping intensity. Includes posture controller.

Description

VEHICLE CONTROLLING APPARATUS AND METHOD THEREOF

The present invention relates to a vehicle control apparatus, and more particularly, to a vehicle control apparatus and method capable of preventing a wheel hop phenomenon of a vehicle.

In general, a wheel hop of a vehicle is a vertical vibration phenomenon of a vehicle that occurs when the vehicle attempts to accelerate to the maximum through an abrupt accelerator pedal operation while the vehicle is stopped or traveling at a low speed.

In other words, wheel hop is a phenomenon in which the driving force is excessively greater than the minimum driving force required to move the vehicle when the vehicle starts, and the driving wheel rotates in vain before the vehicle moves. It is a phenomenon in which abnormal vibration occurs in the suspension due to the friction of the vehicle and the vehicle vibrates up and down.

The vertical vibration of the vehicle is a major cause of damage to the drive system of the chassis, particularly the drive shaft and the engine mount.

Accordingly, in order to prevent the wheel hop phenomenon, the vehicle adds a mass or dynamic damper to the resonance source, determines the wheel hop using an acceleration sensor to control the damping coefficient, or determines the slip of the driving wheel to generate wheel hop Hopping was prevented by lowering the engine torque.

However, in this case, the cost and weight increase, and the accuracy of wheel hop determination is insufficient, resulting in insufficient damping performance.

In addition, in the case of the prior art, there is also a problem in that acceleration performance is deteriorated due to a decrease in engine torque.

Matters described in this background section are prepared to enhance understanding of the background of the invention, and may include matters that are not already known to those of ordinary skill in the art to which this technology belongs.

An embodiment of the present invention provides an apparatus and method for controlling a vehicle capable of determining wheel hop through cooperative control between Electronic Control Suspension (ECS) and Electronic Stability Control (ESC).

In addition, an embodiment of the present invention provides an apparatus and method for controlling a vehicle capable of controlling hopping by determining the strength of a wheel hop based on the vehicle's acceleration and wheel speed.

In an embodiment of the present invention, an acceleration sensor is mounted on each wheel of a vehicle to detect wheel acceleration; a wheel speed sensor mounted on each wheel of the vehicle to detect a wheel speed; a suspension controller that determines whether hopping is performed based on the acceleration information provided from the acceleration sensor, and checks a first hopping intensity according to the acceleration information when it is determined that hopping is performed; and determining whether to hop based on the wheel speed information provided from the wheel speed sensor, and if it is determined as hopping, check a second hopping intensity according to the wheel speed information, and according to the first hopping intensity and the second hopping intensity It is possible to provide a vehicle control device including a posture controller that generates a control signal for controlling at least one of a suspension and an engine.

In addition, the suspension controller generates a calculation value by using the maximum acceleration and the minimum acceleration among the first to fourth wheel accelerations included in the acceleration information, and calculates the duration of the acceleration state during which the first to fourth wheel accelerations are maintained. If the calculated value is greater than the first reference value and the duration of the acceleration state is greater than the second reference value, hopping may be determined.

Also, the suspension controller may generate an operation value by subtracting the maximum acceleration from the minimum acceleration.

In addition, the posture controller generates an average slip by using the first to fourth wheel speeds included in the wheel speed information, checks the duration of the speed state during which the first to fourth wheel speeds are maintained, and the average If the slip is greater than the target slip and the duration of the speed state is greater than the engine standby time, it may be determined as hopping.

In addition, the suspension controller may set a hopping target value for each step based on the acceleration information, identify a first hopping intensity using the hopping target value, and provide the first hopping intensity to the posture controller.

Also, the posture controller may set a hopping target value for each step based on the wheel speed information, and check the second hopping intensity using the hopping target value.

In addition, the posture controller identifies at least one of a damping mode matched to the first hopping intensity and an engine control mode matched to a second hopping intensity through a mode control table, and uses the damping mode to generate a first control signal and At least one of the second control signals may be generated using the engine control mode.

Also, the suspension controller may receive a first control signal from the posture controller and control the suspension based on the first control signal.

Also, the posture controller may control the engine based on the second control signal.

In another exemplary embodiment of the present invention, the method may include: confirming, by the suspension controller, acceleration information on the wheel acceleration of each wheel of the vehicle; determining, by the suspension controller, whether to hop based on the acceleration information, and when it is determined as hopping, checking a first hopping intensity according to the acceleration information; providing, by the suspension controller, the first hopping intensity to the posture controller; checking, by the posture controller, wheel speed information for each wheel speed of the vehicle wheel; determining, by the posture controller, whether hopping is based on the wheel speed information, and when it is determined as hopping, checking a second hopping intensity according to the wheel speed information; and generating, by the posture controller, a control signal for controlling at least one of a suspension and an engine according to the first hopping intensity and the second hopping intensity.

The embodiment of the present invention determines wheel hop through cooperative control of ECS and ESC to control hopping, so it is possible to prevent wheel hop phenomenon, increase the cost and weight of the vehicle, and improve vehicle acceleration performance. can do it

In addition, it is possible to control the hopping by determining the strength of the wheel hop through the acceleration and the wheel speed of the vehicle, thereby preventing damage to the chassis drive system and improving the accuracy of the wheel hop determination.

In addition, the effects obtainable or predicted by the embodiments of the present invention are to be disclosed directly or implicitly in the detailed description of the embodiments of the present invention. That is, various effects predicted according to an embodiment of the present invention will be disclosed in the detailed description to be described later.

1 is a configuration diagram illustrating a vehicle control apparatus according to an embodiment of the present invention.
2 and 3 are flowcharts illustrating a vehicle control method according to an embodiment of the present invention.
4 is an exemplary diagram illustrating a first hopping control table according to an embodiment of the present invention.
5 is an exemplary diagram illustrating a second hopping control table according to an embodiment of the present invention.
6 is an exemplary diagram illustrating a mode control table according to an embodiment of the present invention.

Hereinafter, an operating principle of an embodiment of a vehicle control apparatus and method according to the present invention will be described in detail with reference to the accompanying drawings and description. However, the drawings shown below and the detailed description given below relate to one preferred embodiment among various embodiments for effectively explaining the features of the present invention. Accordingly, the present invention should not be limited only to the following drawings and description.

In addition, in the following description of the present invention, if it is determined that a detailed description of a related well-known function or configuration may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted. And the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, the definition should be made based on the content throughout the present invention.

In addition, the following embodiments will use appropriate modifications, integration, or separation of terms so that those of ordinary skill in the art can clearly understand them in order to effectively describe the key technical features of the present invention. , the present invention is by no means limited.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a configuration diagram illustrating a vehicle control apparatus according to an embodiment of the present invention.

1, the vehicle control apparatus according to an embodiment of the present invention includes an acceleration sensor 110, a suspension controller (Electronic Control Suspension: hereinafter referred to as "ECS 120"), a wheel speed sensor 130, It includes a posture controller (Electronic Stability Control: hereinafter collectively referred to as “ESC 140 ”), a suspension 150 , and an engine 160 .

The acceleration sensor 110 is mounted on each wheel of the vehicle. The acceleration sensor 110 detects first to fourth wheel accelerations from each of the wheels of the vehicle. The acceleration sensor 110 generates acceleration information including the detected first to fourth wheel accelerations. The acceleration sensor 110 provides acceleration information to the ECS 120 .

The acceleration sensor 110 may periodically detect wheel acceleration or aperiodically detect wheel acceleration according to the control of the ECS 120 .

The ECS 120 is electrically connected to the ESC 140 and cooperatively controls the ESC 140 to prevent wheel hop. In other words, the ECS 120 receives acceleration information from the acceleration sensor 110 and determines whether to hop using the received acceleration information. When it is determined that the ECS 120 is hopping, the ECS 120 checks the first hopping intensity according to the acceleration information. ECS 120 provides a first hopping intensity to ESC 140 . The ECS 120 receives a control signal from the ECS 120 and controls the suspension 150 using the received control signal.

For this purpose, the ECS 120 may be implemented with one or more processors operating according to a set program, and the set program may be programmed to perform each step of the vehicle control method according to an embodiment of the present invention.

The wheel speed sensor 130 is mounted on each wheel of the vehicle. The wheel speed sensor 130 detects first to fourth wheel speeds from each wheel of the vehicle, and generates wheel speed information including the detected first to fourth wheel speeds. The wheel speed sensor 130 provides wheel speed information to the ESC 140 .

The wheel speed sensor 130 may periodically detect the wheel speed or aperiodically detect the wheel speed according to the control of the ESC 140 .

The ESC 140 is electrically connected to the ECS 120 and controls the ECS 120 in cooperation to prevent wheel hop. In other words, the ESC 140 is provided with the first hopping intensity from the ECS 120 . The ESC 140 receives wheel speed information from the wheel speed sensor 130 and determines whether to hop based on the wheel speed information. If it is determined that the ESC 140 is hopping, the ESC 140 checks the second hopping intensity according to the wheel speed information. The ESC 140 generates a control signal for controlling at least one of the suspension 150 and the engine according to the first hopping intensity and the second hopping intensity. In this case, the control signal may include a first control signal for controlling the suspension 150 and a second control signal for controlling the engine 160 .

For this purpose, the ESC 140 may be implemented with one or more processors operating according to a set program, and the set program may be programmed to perform each step of the vehicle control method according to an embodiment of the present invention.

The suspension 150 is a device connecting the vehicle body and the wheel. The suspension 150 may prevent damage to the vehicle body and improve riding comfort by controlling the axle to not directly transmit vibrations or shocks received from the road surface during driving.

The suspension 150 includes an actuator (not shown), and the amount of damping may be increased or decreased according to the control of the ECS 120 to prevent wheel hop.

The engine 160 generates power by burning fuel. That is, as the engine 160 , various known engines 160 such as a gasoline engine or a diesel engine using an existing fossil fuel may be used.

The engine 160 may increase or decrease torque according to the control of the ESC 140 to prevent wheel hop.

Since the typical operation of the vehicle according to the present invention including the above-described functions is performed in the same or similar manner to that of the conventional vehicle, a detailed description thereof will be omitted.

Hereinafter, a vehicle control method will be described with reference to FIGS. 2 to 6 .

2 and 3 are flowcharts illustrating a vehicle control method according to an embodiment of the present invention, FIG. 4 is an exemplary diagram illustrating a first hopping control table according to an embodiment of the present invention, and FIG. 5 is a diagram of the present invention. It is an exemplary diagram illustrating a second hopping control table according to an embodiment, and FIG. 6 is an exemplary diagram illustrating a mode control table according to an embodiment of the present invention.

Referring to FIG. 2 , the ECS 120 checks acceleration information detected by the acceleration sensor 110 ( S210 ). That is, the acceleration sensor 110 detects first to fourth wheel accelerations for each wheel. In this case, the acceleration sensor 110 may detect a wheel acceleration with respect to the vehicle height direction. The acceleration sensor 110 provides acceleration information including the first to fourth wheel accelerations to the ECS 120 . The ESC 140 receives and confirms acceleration information from the acceleration sensor 110 .

The ECS 120 generates an operation value using the acceleration information (S215). In other words, the ECS 120 checks the maximum acceleration and the minimum acceleration among the first to fourth wheel accelerations included in the acceleration information. The ECS 120 generates an operation value using the maximum acceleration and the minimum acceleration. In this case, the ECS 120 may generate an operation value by subtracting the maximum acceleration from the minimum acceleration.

The ECS 120 determines whether the calculated value is greater than the first reference value (S220). In this case, the first reference value is a value set to determine whether to hop based on the wheel acceleration, and may be a preset value. The first reference value may be set through a predetermined algorithm (eg, a program and a probabilistic model) or may be set by an operator. For example, the first reference value may be 0.2 g.

If the calculated value is greater than the first reference value, the ECS 120 determines whether the duration of the acceleration state is greater than the second reference value (S225). Specifically, the ECS 120 checks the duration of the acceleration state during which the first to fourth wheel accelerations are continued. That is, the ECS 120 may check the duration of the acceleration state by counting the time from the time when the acceleration sensor 110 starts to detect the first to fourth wheel accelerations to the end time.

Then, the ECS 120 determines whether the duration of the acceleration state is greater than the second reference value. In this case, the second reference value is a reference value for determining whether to hop based on the duration of the acceleration state, and is a preset value. The second reference value may be set through a predetermined algorithm (eg, a program and a probabilistic model) or may be set by an operator. For example, the second reference value may be 500 ms.

Meanwhile, when the calculated value is less than the first reference value or the duration of the acceleration state is less than the second reference value, the ECS 120 ends because hopping has not occurred.

When the duration of the acceleration state is greater than the second reference value, the ECS 120 checks the first hopping intensity ( S230 ). In other words, if the state duration is greater than the second reference value, the ECS 120 determines hopping as hopping, and checks the wheel acceleration with the largest change among the first to fourth wheel accelerations included in the acceleration information. The ECS 120 generates the first hopping control table based on the wheel acceleration with the largest change. For example, the ECS 120 may generate the first hopping control table 400 as shown in FIG. 4 .

The ECS 120 sets the hopping target value for each step based on the wheel acceleration with the greatest change. In this case, the hopping target value may be set differently for each vehicle. That is, the hopping target value may be different according to the sensor value of the acceleration sensor 110 , such as wheel acceleration, acceleration state duration, correction coefficient, and the like. For example, as shown in FIG. 4 , the ECS 120 sets the first hopping target value 410, the second hopping target value 420, and the third hopping target value 430 for each step along the wheel acceleration. can

And the ECS 120 checks the first hopping intensity based on the hopping target value.

The ECS 120 provides the first hopping intensity to the ESC 140 ( S235 ).

The ESC 140 checks the wheel speed information detected by the wheel speed sensor 130 (S240). In other words, the wheel speed sensor 130 generates wheel speed information by detecting the first to fourth wheel speeds for each wheel of the vehicle. The wheel speed sensor 130 provides wheel speed information to the ESC 140 . The ESC 140 receives and confirms the wheel speed information from the wheel speed sensor 130 .

The ESC 140 generates an average slip by using the wheel speed information (S245). Specifically, the ESC 140 generates the average slip occurring in the wheel by using the first to fourth wheel speeds included in the wheel speed information. That is, the ESC 140 may generate the average slip using the first to fourth wheel speeds and vehicle speeds.

The ESC 140 determines whether the average slip is greater than the target slip (S250). In this case, the target slip is a value set to determine whether wheel hop occurs based on the slip of the wheel, and may be preset. The target slip may be set through a predetermined algorithm (eg, a program and a probabilistic model) or may be set by an operator.

If the average slip is greater than the target slip, the ESC 140 determines whether the duration of the speed state is greater than the engine standby time (S255). In other words, when the average slip is greater than the target slip, the ESC 140 checks the duration of the speed state during which the first to fourth wheel speeds are maintained. That is, the ESC 140 may check the duration of the speed state by counting the time from the time the wheel speed sensor 130 starts to detect the first to fourth wheel speeds to the end time.

And the ESC 140 checks the engine standby time in which the engine 160 is waiting to control the engine 160 . The ESC 140 determines whether the speed state duration is greater than the engine standby time in order to determine whether to hop.

On the other hand, when the average slip is less than the target slip or the speed state duration is less than the engine standby time, the ESC 140 terminates the control performed to prevent wheel hop because hopping has not occurred.

The ESC 140 checks the second hopping intensity when the duration of the speed state is greater than the engine standby time (S260). Specifically, when the duration of the speed state is greater than the engine standby time, the ESC 140 determines that it is hopping, and checks the wheel speed with the largest change among the first to fourth wheel speeds included in the wheel speed information. For example, a wheel having the largest change in wheel speed among four wheels may be a front wheel. The front left wheel and the front right wheel may have approximately the same wheel speed change.

The ESC 140 generates the second hopping control table based on the wheel speed with the largest change. For example, the ESC 140 may generate the second hopping control table 500 as shown in FIG. 5 .

The ESC 140 sets the hopping target value for each step based on the wheel speed with the greatest change using the second hopping control table.

In this case, the hopping target value may be set differently for each vehicle. That is, the hopping target value may be different for each vehicle, and the sensor value of the wheel speed sensor 130 may be different depending on the wheel speed, the duration of the speed state, a correction coefficient, and the like. For example, as shown in FIG. 5 , the ESC 140 sets the first hopping target value 510, the second hopping target value 520, the third hopping target value 530, and the A fourth hopping target value 540 and a fifth hopping target value 550 may be set.

And the ESC 140 checks the second hopping intensity based on the hopping target value. In this case, the ESC 140 may check the second hopping intensity based on the slope of the hopping target value.

The ESC 140 checks the damping mode and the engine control mode based on the first hopping intensity and the second hopping intensity (S265). In other words, the ESC 140 checks the mode control table including the damping mode and the engine control mode matched to the hopping intensity according to the wheel acceleration and the hopping intensity according to the wheel speed. For example, the ESC 140 may check the mode control table 600 as shown in FIG. 6 . In the mode control table 600 of FIG. 6 , the hopping intensity according to the wheel acceleration is expressed as A-0, A-1, A-2, A-3, A-4, and A-5, and the hopping intensity according to the wheel speed can be expressed as B-0, Ba, Bb, Bc. For example, the damping mode may include Full soft, Mild soft, and Hard soft, and the engine control mode may include Hold, Decrease, and Hold & Decrease.

The ESC 140 checks the damping mode and the engine control mode matched to the first hopping intensity and the second hopping intensity through the mode control table. For example, if the first hopping intensity is A-3 and the second hopping intensity is Bb, the ESC 140 performs the damping mode Mild soft and the second hopping according to the first hopping intensity through the mode control table of FIG. 6 . You can check Hold & DecreaseⅡ according to the strength.

The ESC 140 generates a control signal based on the damping mode and the engine control mode (S270). That is, the ESC 140 generates a first control signal using the damping mode to control the suspension 150 , and generates a second control signal using the engine control mode to control the engine 160 .

The ESC 140 provides the first control signal to the ECS 120 (S275).

The ECS 120 determines the damping amount based on the first control signal (S280). In other words, the ECS 120 receives the first control signal from the ESC 140 , checks a damping mode included in the first control signal, and determines a damping amount according to the damping mode. That is, the ECS 120 may determine the damping amount of the damping mode included in the first control signal based on the preset damping amount for each of the plurality of damping modes. In this case, the damping amount may represent a current value for controlling the actuator of the suspension 150 .

The ECS 120 controls the suspension 150 based on the damping value (S285). That is, the ECS 120 may drive the suspension 150 by controlling the actuator based on the damping value to prevent wheel hop.

The ESC 140 determines a torque reduction rate based on the second control signal (S290). In other words, the ESC 140 determines the engine control mode included in the second control signal, and determines the torque reduction rate based on the engine control mode. That is, the ESC 140 may determine the torque reduction rate for the engine control mode included in the second control honeymoon based on the torque reduction rate preset for each of the plurality of engine control modes.

The ESC 140 controls the engine 160 based on the torque reduction rate (S295). That is, the ESC 140 controls the torque of the engine 160 based on the torque reduction rate to prevent wheel hop. For example, when the torque reduction rate is 10% and the torque set according to the driver's request is 100, the ESC 140 controls the engine 160 so that the engine torque becomes 90.

Although the above has been described with reference to a preferred embodiment of the present invention, those of ordinary skill in the art may change the present invention in various ways within the scope not departing from the spirit and scope of the present invention described in the claims below. It will be appreciated that modifications and variations are possible.

110: acceleration sensor
120: ECS
130: wheel speed sensor
140: ESC
150: suspension
160: engine

Claims (17)

an acceleration sensor mounted on each wheel of the vehicle to detect wheel acceleration;
a wheel speed sensor mounted on each wheel of the vehicle to detect a wheel speed;
a suspension controller that determines whether hopping is performed based on the acceleration information provided from the acceleration sensor, and checks a first hopping intensity according to the acceleration information when it is determined that hopping is performed; and
It is determined whether hopping is based on the wheel speed information provided from the wheel speed sensor, and when it is determined as hopping, a second hopping intensity is checked according to the wheel speed information, and the suspension is based on the first hopping intensity and the second hopping intensity. and an attitude controller that generates a control signal for controlling at least one of the engines.
A vehicle control device comprising a. According to claim 1,
The suspension controller
A calculated value is generated by using the maximum acceleration and the minimum acceleration among the first to fourth wheel accelerations included in the acceleration information, the duration of the acceleration state during which the first to fourth wheel accelerations are maintained, and the calculated value If the first reference value is greater than the first reference value and the duration of the acceleration state is greater than the second reference value, hopping is determined. 3. The method of claim 2,
The suspension controller
and generating a calculated value by subtracting the maximum acceleration from the minimum acceleration. According to claim 1,
The posture controller
An average slip is generated using the first to fourth wheel speeds included in the wheel speed information, a duration of the speed state in which the first to fourth wheel speeds are maintained is checked, and the average slip is greater than the target slip , When the duration of the speed state is greater than the engine standby time, it is determined as hopping. According to claim 1,
The suspension controller
The vehicle control apparatus of claim 1, wherein a hopping target value is set for each step based on the acceleration information, a first hopping intensity is confirmed using the hopping target value, and the first hopping intensity is provided to the posture controller. According to claim 1,
The posture controller
The vehicle control apparatus of claim 1, wherein a hopping target value is set for each step based on the wheel speed information, and a second hopping intensity is confirmed using the hopping target value. According to claim 1,
The posture controller
Check at least one of a damping mode matched to the first hopping intensity and an engine control mode matched to a second hopping intensity through a mode control table, and use the first control signal and the engine control mode using the damping mode to generate at least one of the second control signals. 8. The method of claim 7,
The suspension controller
The vehicle control apparatus according to claim 1, wherein a first control signal is provided from the posture controller, and the suspension is controlled based on the first control signal. 8. The method of claim 7,
The posture controller
The vehicle control device according to claim 1, wherein the engine is controlled based on the second control signal. checking, by the suspension controller, acceleration information for each wheel acceleration of the vehicle;
determining, by the suspension controller, whether hopping is based on the acceleration information, and when it is determined that hopping is performed, confirming a first hopping intensity according to the acceleration information;
providing, by the suspension controller, the first hopping intensity to the posture controller;
confirming, by the posture controller, wheel speed information for each wheel speed of each wheel of the vehicle;
determining, by the posture controller, whether hopping is based on the wheel speed information, and when it is determined that hopping is performed, checking a second hopping intensity according to the wheel speed information; and
generating, by the posture controller, a control signal for controlling at least one of a suspension and an engine according to the first hopping intensity and the second hopping intensity;
A vehicle control method comprising a. 11. The method of claim 10,
The step of confirming the first hopping intensity is
generating a calculation value using a maximum acceleration and a minimum acceleration among the first to fourth wheel accelerations included in the acceleration information;
determining whether the calculated value is greater than a first reference value;
if the calculated value is greater than a first reference value, checking a duration of an acceleration state during which the first to fourth accelerations are continued;
determining whether the duration of the acceleration state is greater than a second reference value; and
determining as hopping if the duration of the acceleration state is greater than a second reference value;
A vehicle control method comprising a. 11. The method of claim 10,
The step of confirming the first hopping intensity is
setting a hopping target value for each step based on the acceleration information; and
checking a first hopping intensity using the hopping target value;
A vehicle control method comprising a. 11. The method of claim 10,
The step of confirming the second hopping intensity is
generating an average slip using first to fourth wheel speeds included in the wheel speed information;
determining whether the average slip is greater than a target slip;
if the average slip is greater than the target slip, checking a duration of a speed state during which the first to fourth wheel speeds are maintained; and
determining that the speed state duration is greater than the engine standby time as hopping;
A vehicle control method comprising a. 11. The method of claim 10,
The step of confirming the second hopping intensity is
setting a hopping target value for each step based on the wheel speed information; and
checking a second hopping intensity using the hopping target value;
A vehicle control method comprising a. 11. The method of claim 10,
generating the control signal
checking the damping mode matched to the first hopping intensity and the engine control mode matched to the second hopping intensity through the mode control table; and
generating a first control signal for controlling the suspension using the damping mode and generating a second control signal for controlling the engine using the engine control mode;
A vehicle control method comprising a. 16. The method of claim 15,
After generating the control signal,
receiving, by the suspension controller, the first control signal from the posture controller;
determining, by the suspension controller, a damping amount based on the first control signal;
controlling the suspension based on the damping amount by the suspension controller;
Vehicle control method further comprising a. 16. The method of claim 15,
After generating the control signal,
determining, by the posture controller, a torque reduction rate based on the second control signal; and
controlling, by the attitude controller, the engine based on the torque reduction rate;
Vehicle control method further comprising a.

Images