EP0541735A1 - Systeme pour la generation de signaux pour la commande ou la regulation d'un chassis dont les mouvements peuvent etre commandes ou regules - Google Patents

Systeme pour la generation de signaux pour la commande ou la regulation d'un chassis dont les mouvements peuvent etre commandes ou regules

Info

Publication number
EP0541735A1
EP0541735A1 EP92908755A EP92908755A EP0541735A1 EP 0541735 A1 EP0541735 A1 EP 0541735A1 EP 92908755 A EP92908755 A EP 92908755A EP 92908755 A EP92908755 A EP 92908755A EP 0541735 A1 EP0541735 A1 EP 0541735A1
Authority
EP
European Patent Office
Prior art keywords
signals
vehicle
movements
control
represent
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP92908755A
Other languages
German (de)
English (en)
Inventor
Stefan Otterbein
Dieter Kunz
Rainer Kallenbach
Klaus Landesfeind
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0541735A1 publication Critical patent/EP0541735A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B60G17/0182—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method involving parameter estimation, e.g. observer, Kalman filter
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/102—Acceleration; Deceleration vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/202—Piston speed; Relative velocity between vehicle body and wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/208—Speed of wheel rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30—Propulsion unit conditions
    • B60G2400/34—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/63—Location of the center of gravity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/14—Differentiating means, i.e. differential control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/16—Integrating means, i.e. integral control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/60—Signal noise suppression; Electronic filtering means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/74—Analog systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/76—Digital systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/90—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems other signal treatment means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/014—Pitch; Nose dive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/18—Starting, accelerating
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/24—Steering, cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/92—ABS - Brake Control

Definitions

  • the invention is based on a system according to the type of the main claim.
  • the vertical movement of the body described for example by the lifting, rolling and pitching movement, can be regarded as a measure of driving comfort.
  • Information about the current state of motion of the vehicle body is obtained, for example, by suitable sensors, for example by acceleration sensors, which are attached to suitable locations on the vehicle body.
  • a strategy for damping the body movements has been known for a number of years and is referred to as "continuous skyhooking".
  • the associated regulatory law can be used both for active (Active Damping in Road Vehicle Suspension Systems Vehicle System Dynamics, 12 (1983), pp.291-316; Passive and Active Conrol of Road Vehicle Haeve and Pitch Motion lOth IFAC World Congr. 1987, Kunststoff ) as well as for semi-active (semi-active heave and pitch con- trol for Ground Vehicles Vehicle System Dynamics, 11 (1982), pp.31-42) formulate suspension control systems.
  • the continuous skyhook damping is used in the so-called "local" variant.
  • the body movements at the articulation points of the actuators are determined, which in turn are controlled in such a way that a force is applied which counteracts the respective body movements.
  • Certain movement components of the body such as the lifting, rolling and pitching movements, cannot be specifically influenced by such a locally acting chassis control system.
  • the object of the present system according to the invention is to influence individual movement components or parts independently of one another and, if necessary, to different extents within the framework of influencing the body movements.
  • the components include, for example, the lifting, rolling and pitching movements, but also the vertical movement of the body on the front and rear axles.
  • the subject of the present invention is the so-called "modal" variant of skyhook steaming. This has two main advantages over the local variant:
  • signals are determined which represent the vertical movement of the body at selected points. Based on these signals, the lifting, rolling and pitching movement is first concluded. This is followed by a weighting of these movements in such a way that - depending on the coordination of the weighting - the natural vibration forms of the vehicle body can be individually influenced.
  • the weighting can be carried out, for example, taking into account the driving state, such as braking, accelerating and steering.
  • control signals for the actuators are finally determined which, with the appropriate action, ensure that the desired effect occurs, that is to say the individual parts of the body movement are damped independently of one another and, if appropriate, to different extents.
  • the rolling or rolling moment distribution between the axles of the vehicle can be set.
  • FIG. 2 shows the essential elements of the system according to the invention in the context of the following exemplary embodiment.
  • FIG. 3 shows a sectional view of the body and
  • FIG. 4 shows a block diagram of an error detection.
  • the skyhook control for active or semi-active chassis control systems is to be shown using FIG. 1.
  • Figures la and b show the well-known two-body model (quater car model), which approximates the vertical dynamics of a wheel unit.
  • Position 1 denotes the vehicle body with the proportional mass Ma.
  • Position 2 represents the wheel with the proportional mass Mr and position 6 represents a spring with the spring constant Cr.
  • the roadway is designated with position 5.
  • Sition with the polyvinyl 4a is a passive damper with the Dämp 'Fung constant d, the position 4b, a semi-active damper, and with the Position 3 marks an to the dampers arranged in parallel with spring (spring constant C).
  • the wheel 2 is in contact with the road surface 5.
  • the tire rigidity is described as a spring 6 with the spring constant Cr.
  • the force f stands for a control force that additionally acts between the body and the axle or wheel unit.
  • the control force f has the model idea that it can take on any value, regardless of the state of motion of the body and wheel.
  • control force f should therefore be set proportionally to the build-up speed Xa, in the following the addition "" after a variable means the first time derivative, ds is a (non-negative) tuning parameter with the dimension of a damping constant (SAE -Unit: Ns / m).
  • An active chassis control system can be implemented, for example, by a hydraulic cylinder between the body and the axle or the wheel unit, which is controlled by a valve with a large band width.
  • the control force f (from the model) is then to be understood as the target force which the real actuator force, supported by a subordinate control loop, should follow as well as possible.
  • the symbol with the pointer represents a damper 4b, the damping characteristic of which is continuously adjustable.
  • This property can be modeled, for example, by the damper force fd being proportional to the relative speed Xa ' -Xr ' , that is to say that
  • ds is a (non-negative) tuning parameter with the dimension of a damping constant (SAE unit: Ns / m).
  • SAE unit Ns / m.
  • the control force fd is thus composed of the portion d * (Xa -Xr ' ), which represents the passive damper from FIG. 1 a, and the portion fd °, which ensures that the control law (1) is more active in the case Systems is adopted when an (adjustable) damper can generate the same force as a hydraulic cylinder.
  • a damper with an adjustable characteristic can be implemented, for example, by a so-called throttle actuator, that is to say by a damper which is equipped in its piston with a throttle valve whose flow cross-section can be changed.
  • a further possibility is to have a so-called power controller, a damper with suitable pressure relief valves (possibly with servo assistance) in its piston.
  • the control force (from the model) is also to be understood as the target force, so that the two implementation options mentioned are also to be equipped with subordinate control loops in the case of semi-active systems.
  • the continuous skyhook vaporization can be used (both in the active and in the semi-active version) in principle in the so-called "local" variant.
  • the build-up speed Xa is to be understood as the respective vertical speed of the hydraulic cylinder or damper pivot point on the body, and the relative speed Xa -Xr means that at the associated wheel unit.
  • acceleration sensors can be used to determine the body speeds, which are to be mounted at the corresponding points on the body.
  • the speeds themselves are obtained by suitable processing (filtering and integration) of the sensor signals.
  • information is also required as to whether the damper is currently in the rebound or compression stage. This information can be obtained, for example, from sensors that record the deflection movements of the vehicle body relative to the wheel unit.
  • the spring-in speeds can be determined, for example, by suitable signal processing (filtering and differentiation) of signals from single-spring travel sensors. Knowledge of the spring deflection is also useful for other tasks in chassis control, for example for level control.
  • the continuous skyhook vaporization can also be used in other variants (again in the active and semi-active case). However, it is necessary to specify what is to be understood by the speed of assembly.
  • the basic idea of the modal Skyhookd mfung is the idea, under the construction speed the so-called. understand modal speeds. This makes it possible to influence the natural vibrations of the structure independently of one another and with different weights.
  • a vehicle Like any system capable of oscillation, a vehicle (with regard to its vertical movement) also has a certain number of natural modes ("modes") with associated modal or main coordinates (“modal coordinates"). Every (vertical) movement of the vehicle can - at any point in time - be composed of the natural vibration forms, however, the proportion with which each individual natural vibration form is involved in the movement varies over time.
  • the meaning of the modal coordinates lies in the fact that they quantitatively describe the distribution of the components or the components: At any point in time of the movement, the value of each modal coordinate is identical to the component with which the associated natural vibration form contributes to the movement.
  • modal motions These are characterized in that only a single natural vibration form is represented during the entire movement; all modal coordinates - with only one exception - always have the value zero.
  • the lifting, rolling and pitching angle of the vehicle body are actually modal coordinates essentially depends on two factors.
  • the chassis control system (fully active or semi-active) is implemented.
  • the swaying is a modal coordinate if the chassis is arranged longitudinally symmetrically on the body and if the main axes of inertia of the vehicle body coincide with its longitudinal, transverse and vertical axes. This vehicle property probably applies to many of today's vehicles; it applies regardless of the chassis control system used in each case.
  • N k applies, at least approximately, to some of today's vehicle types.
  • the modal coordinates — in addition to the roll angle — are given by the vertical displacements (z and z)
  • the control it is possible and also sensible to use the control to influence the movement of the body “front” and “rear” and the roll movement independently of one another.
  • Position 11 denotes 1st means for determining the body movements and position 12 indicates in a dashed outline 2nd means for determining the lifting, rolling and pitching movements with linking units 121, 122 and 123.
  • Position 13 in a dashed outline represents 3rd means for weighting, positions 131, 132 and 133 being used to describe further linking units.
  • Positions 14 represent a combination of linking units 141, 142, 143 and 144 in a dashed outline.
  • Positions 16 and 17 mark 6th means for determining the vehicle transverse and longitudinal vehicle acceleration.
  • the 1st means (11) determine 1st signals (Vi) which directly or indirectly represent the speeds of the vehicle body in the vertical direction at selected locations (Pi) of the body.
  • the 1st signals (Vi) can for example by integrating Acceleration sensor signals are obtained, the acceleration sensors being attached to the body at the points (Pi) in such a way that they detect the vertical accelerations of the body. The conditions for the selection of the positions (Pi) will be discussed in more detail in the course of this description.
  • the 1st signals (Vi) are now fed to the 2nd means (12), where they are linked together. This linkage occurs in units 121, 122 and 123.
  • linking units of the system can be implemented electronically, digitally or electronically analogously, by simulating a matrix representing the linking properties.
  • a computer-controlled design of the units is also possible.
  • the linear links of the 1st signals (Vi) with one another in the 2nd means (12) can be represented mathematically in matrix notation. There are two different cases:
  • the first signals (VI, V2, V3) represent the speeds of the vehicle body in the vertical direction at three selected locations (PI, P2, P3) of the body.
  • the link in the second means (12) results from the following matrix
  • the first signals (VI, V2, V3) are linearly combined as follows.
  • the links between them result mathematically formally by matrix multiplication of the three-component vector (VI, V2, V3) with the matrix (4).
  • the individual linking units 121, 122 and 123 can, for example, be designed as multiplication and addition units as follows, in accordance with the vector matrix multiplication rule.
  • Unit 121 l / (det A) * [Vl * (x2 * y3-x3 * y2) + V2 * (x3 * yl-xl * y3) + V3 * (xl * 2-x2 * yl)]
  • Unit 122 l / (det A) * [-Vl * (x2-x3) -V2 * (x3-xl) -V3 * (xl-x2)]
  • Unit 123 l / (det A) * [-Vl * (y2-y3) -V2 * (y3-yl) -V3 * (yl-y2)]
  • the first signals (VI, V2, V3, V4) represent the speeds of the vehicle body in the vertical direction at four selected locations (PI, P2, P3, P4) of the body.
  • the link in the second means (12) results from the following matrix
  • the links between them result mathematically formally by matrix multiplication of the four-component vector (VI, V2, V3, V4) with the matrix (7).
  • the individual combination units 121, 122 and 123 can, for example, be designed as multiplication and addition units in accordance with the vector matrix multiplication rule.
  • the linking results (z, alpha and beta) present in both cases on the output side of the second means (12) or on the output side of the filter units (121, 122, 123) represent the lifting, rolling and pitching speeds.
  • Alpha and beta denote the rotations of the vehicle body about its longitudinal or transverse axis and z the vertical displacement of the center of gravity of the body, alpha, beta and z are the respective first time derivatives of the quantities alpha, beta and z.
  • the second signals (z ' , alpha, beta) are now fed to the third means (13), where they are weighted. This takes place in the linking units 131, 132 and 133 according to the matrix
  • the linkages among each other result mathematically formally by matrix multiplication of the three-component vector (z ' , alpha, beta) with the matrix (9).
  • the individual linking units 131, 132 and 133 can, for example, be designed as multiplication and addition units in accordance with the vector matrix multiplication rule.
  • Unit 132 alpha ' * gw
  • the stroke and the pitch angle are the modal coordinates of the body (al
  • the second special case is that in which - in addition to
  • the four parameters gkk, gnk, gkn and gnn can be matched to one another in such a way that the quantities ql and q3 can be interpreted as weighted assembly speeds on the front and rear axles with mutually independent weighting coefficients. A differently strong weighting of these two coefficients then causes a differently strong damping of the body vibrations on the front and rear axles.
  • the 3rd signals can be understood as weighted model speeds, again with mutually independent weighting coefficients. A different weighting then results in a different degree of decay of the structure's natural vibrations.
  • the driving dynamics are to be understood here in particular as the vehicle transverse and / or the vehicle longitudinal acceleration and / or the driving speed.
  • the driving dynamics can be recorded, for example, in 6th means (16, 17) as follows: -
  • the transverse movements of the vehicle can be determined from signals from a steering angle sensor, these signals also being used to control or regulate the power steering.
  • the longitudinal movements of the vehicle can be determined from signals from wheel speed sensors, which are also used, for example, in an anti-lock system.
  • the longitudinal and / or transverse movements of the vehicle can be determined from signals from appropriately positioned acceleration sensors.
  • the longitudinal vehicle movements can be determined by the position of the accelerator pedal and / or brake pedal actuated by the driver.
  • the weighting will advantageously be selected as a function of the steering, braking and acceleration maneuvers of the vehicle, in order to allow the rolling and pitching movements of the vehicle body or its vertical movements on the front and rear axles to subside rapidly.
  • the third means (13) can be avoided. However, it is then not possible to influence the various movement components in a targeted manner.
  • the third signals (ql, q2, q3) are thus present on the output side of the third means (13).
  • the fourth means (14) can be characterized as follows by the so-called force distribution matrix.
  • al is the distance between the center of gravity of the vehicle body and the front axle
  • a2 is the distance between the center of gravity of the vehicle body and the rear axle
  • b2 is the distance between the points of application of the actuators on the vehicle body on the rear axle.
  • the fourth means (14) the amplified modal speeds (ql ' , q2 ' , q3) or the unweighted lifting, rolling and pitching speeds (z ' , alpha, beta) are linearly combined as follows. Only the case in which the weighted linking results (q1, q2, q3) are processed in the fourth means (14) is explicitly stated here. The processing of the unweighted 3rd signals (z, alpha, beta) is done analogously.
  • the links among each other are obtained mathematically formally by matrix multiplication of the three-component vector (ql ' , q2, q3) with the force distribution matrix (10).
  • the individual filter units 141, 142, 143 and 144 can be designed as multiplication and addition units as follows, for example in accordance with the vector matrix multiplication rule.
  • connection results (fvl, fvr, fhl, fhr), which represent control forces.
  • These control forces are to be regarded as target forces for the hydraulic cylinders (active system) or for the adjustable dampers (semi-active systems).
  • the actuators are controlled with the linking results (fvl, fvr, fhl, fhr). By applying the actuation signals (fvl, fvr, fhl, fhr) to the actuators, corresponding control forces are applied to the target forces.
  • the parameter ro thus describes the roll or roll moment distribution (front / rear) of these forces and the equation (13) states that the distribution is time-independent. In addition, their value can be freely selected in the force distribution matrix. The choice of the parameter ro leads to an adjustable roll and / or rolling moment distribution of the control forces.
  • the equations of motion can be used to physically interpret the remaining relationships in (12)
  • FIG. F a sectional view of the body is shown in FIG. F is the resultant of the forces that are not tax forces. Such forces are those that passive chassis components exert on the body. Furthermore, disturbing forces etc. are also taken into account in the resultant F.
  • Mw and Mn are the resulting moments of these forces about the longitudinal and transverse axes. The mass moments of inertia about the corresponding axes are designated with Iw and In.
  • the equations of motion (14) apply under the model concept that the body forms a rigid body, and for small twists alpha and beta from the equilibrium position (cf. FIG. 3).
  • the compression movements of the vehicle body can be detected, for example, by sensors which determine the compression travel and / or the compression speed.
  • the signals which represent the spring travel can be differentiated to record the spring speed.
  • the output signal (r) of the 9th means (41) is compared in the comparison unit (42) with predetermined limits (tuning parameters). If the value (r) exceeds this limit, an error signal (F) is displayed. If the value (r) is not exceeded, that is to say there is no faulty function, the process shown in FIG. 4 is ended in step (43).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'objet du présent système, selon l'invention, est la variante dite ''modale'' de l'amortissement skyhook. L'avantage de cette variante par rapport à la version locale consiste essentiellement en ce qu'un amortissement spécifique des formes d'oscillations propres est possible. En outre, il est possible de régler une répartition définie des couples de roulis. A cet effet sont déterminés des signaux représentant les mouvements de caisse locaux du véhicule dans des endroits sélectionnés de la caisse. A partir de ces signaux sont déterminés les rebondissements, le roulis et le tangage. En fonction des manoeuvres de conduite, ces mouvements sont pondérés de différentes manières. Grâce à une régulation des systèmes d'amortissement en fonction des rebondissements, du roulis et du tangage, il est possible d'influer de manière ciblée sur certaines composantes du mouvement de caisse.
EP92908755A 1991-05-31 1992-05-12 Systeme pour la generation de signaux pour la commande ou la regulation d'un chassis dont les mouvements peuvent etre commandes ou regules Withdrawn EP0541735A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4117897 1991-05-31
DE4117897A DE4117897C2 (de) 1991-05-31 1991-05-31 System zur Erzeugung von Signalen zur Steuerung oder Regelung eines in seinen Bewegungsabläufen steuerbaren oder regelbaren Fahrwerkes

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EP0541735A1 true EP0541735A1 (fr) 1993-05-19

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EP92908755A Withdrawn EP0541735A1 (fr) 1991-05-31 1992-05-12 Systeme pour la generation de signaux pour la commande ou la regulation d'un chassis dont les mouvements peuvent etre commandes ou regules

Country Status (5)

Country Link
US (1) US5488562A (fr)
EP (1) EP0541735A1 (fr)
JP (1) JP3446959B2 (fr)
DE (1) DE4117897C2 (fr)
WO (1) WO1992021525A1 (fr)

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Also Published As

Publication number Publication date
WO1992021525A1 (fr) 1992-12-10
DE4117897A1 (de) 1992-12-03
US5488562A (en) 1996-01-30
JP3446959B2 (ja) 2003-09-16
JPH06500059A (ja) 1994-01-06
DE4117897C2 (de) 2001-10-04

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