DE102008052991A1 - Method for production of signals for influencing movement of vehicle body of motor vehicle controllable or adjustable in its path of motion, involves determining sensory movement of vehicle body - Google Patents

Abstract

The method involves determining a sensory movement of the vehicle body. The movement of the vehicle body is determined by sensor and the sensor signals corresponding to the determined sensor values are fed to a damping exciter. The damping exciter delivers a control signal for controlling actuators, particularly for active or semi-active damping, with which the movement of the vehicle body is influenced. A control signal is determined by the damper control from sensor signals for controlling the actuators by considering the cross dynamic state variables. An independent claim is included for a system for influencing the movement of a vehicle body of motor vehicle controlled or adjusted in its path of motion.

Description

The The invention relates to a method for generating signals for Influencing the movement of one in his movements controllable or controllable vehicle body of a motor vehicle, wherein the motion of the vehicle body is sensed, the sensor signals corresponding to the sensor values determined a damper controller supplied, the damper controller at least a control signal for controlling actuators, in particular of semi-active or active dampers, provides, by means of which the movement of the vehicle body can be influenced. The invention further relates to a system for carrying out the method and a vehicle, in particular motor vehicle, with a system for Influencing the movement of a controllable in his movements or adjustable vehicle body.

Methods and systems of the generic type are known. For example, this is off DE 39 18 735 A1 a method and a device for damping movements of chassis of passenger and commercial vehicles known in which from a sensorially detected movement of two vehicle masses by means of a signal processing circuit, a control signal for a controllable, acting on the vehicle masses actuator is formed. For a comfortable yet safe suspension tuning is provided to direct the sensor-detected signals via a signal processing circuit belonging circuit arrangement with frequency-dependent transmission behavior. This is intended to ensure that, due to the frequency-dependent processing of the sensor signals, no static characteristic is used for the actuator control or actuator control, but an actuator control or actuator control dependent on the frequency content of the movement sequence takes place. In this way, the aim of the highest possible driving comfort is to be achieved with a safe in border regions of the driving condition design of the chassis. This approach is based on the idea that the conflict of goals between the desired ride comfort, ie comfortable and soft design, and driving dynamics, ie sporty and tight coordination, on the one hand and sufficient driving safety on the other hand should be met. For ride comfort and driving dynamics damping of the movement of the body is critical, while for a driving safety a wheel load or wheel load fluctuation is crucial.

Known are essentially three damper systems for vehicles, wherein a spring arrangement between the wheel and the structure of an actuator is connected in parallel. Are known passive, semi-active and active Damper systems. For passive damper systems is a change in the damper force during the Driving operation not provided. For semi-active damper systems The damper force can be changed by changing an oil fluid flow changed using one or more valves become. In this way, the damping properties to be changed. Semi-active damper systems work purely energy-absorbing. In active damper systems can dampening a desired damper force as well as providing energy in each direction.

about the general lateral dynamic behavior of a vehicle gives that Self-steering behavior information. This refers to course changes of a vehicle without driver intervention, for example during the cornering by centrifugal forces, by crosswinds and like. Enlarged by the self-steering behavior the driven curve radius, this is called understeer. At the Reducing the curve radius is oversteer behavior in front. If the self-steering behavior does not cause a change in course, so behaves the vehicle neutral. Understeer the slip angle of the front wheels is disproportionate greater than the slip angle of the rear wheels. The vehicle "pushes" over the front wheels in a curve to the outside. The opposite behavior becomes called understeer, in this case breaks the rear of a vehicle out, which means it hurls direction outside. About controlling the Behavior is perceived as more athletic. For safety reasons Vehicles are designed to be understeer. The tax trend provides information on the extent to which the vehicle understeer or neutral behavior.

In Borders it is quite desirable, the driving behavior of To be able to adjust driving situation and so sporty to drive more dynamically or with more safety. objective should be that the most harmonious movement possible which, subjectively, gives both a dynamic and a subjective conveys the safest possible driving experience.

Electronic systems such as ESP (Electronic Stability Program) counteract the oversteer or understeer by means of targeted, automatic brake intervention and / or withdrawal of engine power. It is a driver assistance system to increase the safety of a passenger car. By deliberately braking individual wheels, the system attempts to prevent the vehicle from skidding in the border area and thus to give the driver control over the vehicle. Oversteer is corrected for example by braking the outside front wheel, understeer by braking the inside of the curve Rear wheel.

In order to the ESP can react to critical driving situations, compares the system permanently the driver's request with the driving condition. The steering angle sensor provides the driver's request regarding the direction of travel. Engine management, the ABS speed sensors (ABS = anti-lock braking system) and the yaw rate sensor (Yaw rate, lateral acceleration) provide the signals for interpretation the vehicle behavior. If a significant deviation of the calculated Driving condition is detected by the driver, the system attacks one. ESP usually uses a sensor cluster wherein the yaw rate sensor rotates about the vertical axis (z-axis) measures and the lateral acceleration sensor along the acceleration the y-axis.

Under Active Yaw or Torque Vectoring is the active influence the yaw angle of vehicles. Here you can the wheels additionally steer a motor vehicle by specifically the Drive torques distributed differently on the left and right. Steering, Four-wheel steering or active rear-axle kinematics are systems which are based on a change in the wheel position.

The These systems are mainly used in the more safety-critical Area. However, there are also in the safe driving range absolutely demands on the self-steering behavior.

at classic bumpers is made by the different Design of the rebound or compression stage also the lateral dynamic "response" affected. The shock absorbers are the Tires especially when driving through bends on the road held. Without their vibration damping would the wheels automatically after compression again rebound, thereby accelerating the vehicle upwards, and thus reduce the normal force of the wheels on the road, which would cause the frictional force, the can bring the tires on the road, sinks. The Vehicle then slips. Figuratively worded "hops" the vehicle like a rubber ball on the road. A directly hinged hydraulic shock absorber becomes rebounding stressed on train and during compression on pressure. That is why the Damping when rebounding as a rebound, during compression as compression designated.

at a lateral dynamic maneuver, such as cornering, Slalom, evasive maneuvers and the like, becomes the vehicle forced into a curve by a steering movement. Gravity then performs in combination with the springs of the chassis to a curve slope of the vehicle, which in turn a certain Position of the dampers with respect to the rebound and compression stages causes, depending on which damper inside and outside the curve are arranged. In the case of a different interpretation of the train and pressure level, the transmissible normal force is changed and it gives the feeling that a vehicle is more willing or reluctantly turns into the curve.

in the Racing is braked before corners on the one hand to speed on the other hand, to the steering front wheels stronger to press on the asphalt, and so a stronger cornering power when turning into the curve to achieve. Under cornering power the force is understood, the centrifugal force when driving through a Curve counteracts and thus keeps the vehicle on the road. Especially the transferable from the tire to the road Forces provide a limiting element for cornering represents.

exceeds the centrifugal force the maximum transferable cornering force, so the vehicle slips out of the curve. The tire contact patch Here is the part of the tire, the contact with the road holds. The size of the footprint depends primarily on the wheel load. Under dynamic wheel load distribution one understands the wandering of the physical center of gravity of a Vehicle between the two axles or their tire contact surfaces while driving.

at the known methods and systems for influencing the movement of the chassis is disadvantageous that as an output variable a force is requested from the controller modules used. this has the disadvantage that in addition a damper speed as an additional size is needed to over a Map conversion to the actual control variable, the control current to arrive. In addition, too at a constant power requirement, the power is dependent change from damper speed. There one Map conversion is errored, will also be the resulting Damper force accordingly unsteady. Especially in the area of low damper speeds, especially common in transverse dynamic processes, this is disadvantageous because here are the biggest nonlinearities and inaccuracies in the map are present. Furthermore is known that in the speed zero crossing in the map of the Damper is usually softened. Especially at damper speeds, The commute around zero will then be at a constant force demand a constantly oscillating stream, which is counterproductive for the actual regulation is.

The invention is therefore an object of the invention to provide a method and a system of the generic type, by means of which in a simple and secure way, a regulation of the movement of a vehicle body with electronically ansteuerba Ren actuators (dampers) is possible, with a lateral dynamic behavior is to be influenced.

According to the invention This object is achieved by a method having the features mentioned in claim 1 solved. The fact that by means of the damper controller from the sensor signals taking into account lateral dynamic State variables that at least one control signal for controlling the actuators is determined, wherein at least a control signal in its amplitude profile and / or time course is modified so that influences a control tendency of the vehicle is advantageously possible, driving comfort and driving dynamics on the one hand and driving safety on the other hand due to the special integration the self-dynamic state variables on each other vote. By influencing the tax trend over Control signals for the actuators, that is, so in the adjustment of the damping of the movement of the vehicle body, is next to the comfort requirements of a vehicle driver also the dynamic driving conditions of the vehicle in particular also taking into account safety-critical conditions Taken into account.

In a preferred embodiment of the invention is provided that as the at least one control signal is a control current directly influencing the actuators provided. This eliminates the one hand Requirement of providing a damper speed as an additional size and on the other hand is the from the State of the art map mapping to the actual Manipulated variable no longer required.

In A preferred embodiment of the invention is provided as Input the control request from a Transverse pressure module to use, since at this point an influence the lateral dynamic driving behavior is given.

Lateral acceleration processes provide stationary or quasi-stationary Operations in which the curve inclination or the roll angle has been fixed. The important thing is an influence on how the vehicle builds this roll angle, This is influenced, among other things, by the transverse pressure. Therefore, the module presented here should advantageously as Supplement to a transverse pressure module use find. The entire component for influencing the tax trend can exist in existing Transverse or transverse dynamics modules are integrated or can this be downstream.

Analogous to passive, non-controllable dampers can in preferred Embodiment of the invention also in the active or semi-active Dampers a certain ratio of tensile to Pressure level can be specified. This is especially useful for dampers, where the rebound and compression stages are separately controllable. With common control of the tension and compression would be a constant adjustment process when passing through the zero point necessary. Taking into account the Aktorzeitverhaltens and the usually only medium accurate determination of the damper speed In practice this leads to a not very advantageous Behavior.

Further is provided in a preferred embodiment of the invention, the inside of the curve and the outside wheels different head for. This is based on the often correct assumption out that due to the curve of the vehicle curve outside Damper in the compression stage and the inside of the bend are in the rebound stage. Thus, determining the cornering a mostly correct Control of the rebound and compression stages of the damper done and by the corresponding control variables thus also the ratio of tension to compression set become.

It are even more characteristics for the application the different forces possible. Beside this Track-wise distribution over inside and outside the curve is also a division front to rear axle possible. This leads to similar effects as the braking in front of a bend, creating stronger cornering forces be applied when turning. It is also possible to drive the dampers diagonally, that is, curves Front axle and curve outside rear axle and vice versa. Also For this purpose, a determination of the direction of the curve is necessary. The control of the damper is preferably axle wise, track by track or diagonally possible.

Prefers It is provided that the type of control via an application size is adjustable, wherein it is further preferred that the Mode selection understeer axle-by-axle, axle oversteer, Understeering by lane, oversteering by lane, diagonally untersteuernd and diagonal oversteer applicable.

In Another preferred embodiment of the invention is provided, to analyze whether rather under- or rather oversteer Behavior is desired and accordingly the Ansteuerungsart pretend. The process on the one hand only the direction turn around, so for example instead of turning inside hard and turning outside softly curved straight soft and curved outside hard becomes. On the other hand, it is possible in a different form, that it is automatically decided which of the characteristics (like front to rear axle or turn inside out or diagonally inside to outside).

Further is provided in a preferred embodiment of the invention that the control variables can be changed depending on from other input quantities, for example from the Driving speed, the energetic (road) condition, the loading condition or the desired driving dynamics (sporty / comfort-oriented) and the like.

About that In addition, in a preferred embodiment of the invention, to distinguish whether the driver is in a more safety-critical Situation (for example, ABS, ESP intervention) or whether It is an uncritical sporting requirement. about the influence of the driving speed is preferably possible the tax trends to adapt to customer needs in the form that at lower speeds a rather oversteer Behavior desired and also uncritical. The higher the speed with which a maneuver is driven the greater the need for security of the driver and the higher the potential danger, therefore, more neutral or understeer behavior is preferred here.

at an intervention of the driver assistance systems due to a more critical Driving situation should be as possible over the damper one optimal wheel load should be set, the damper should neither undermined nor over-steamed. In these cases the influence of the tax trend takes a back seat and should be dubbed accordingly. A consideration of the energetic (road) condition Here, too, the influence of the tax trend on the road conditions adapt. Objective should also be here that cycling is prevented, since in this case a tendency to control no more can be set appropriately.

The Invention is also based on the fact that the damper usually only affect the dynamic part of a cornering can. This is also due to the fact that a damper only speed-dependent works and no supporting forces can record. The self-adjusting roll angle is thus of the damper even independent, the damper controls only how this roll angle is built up in time.

In Preferred embodiment of the invention is therefore intended that temporal behavior, especially the beginning of a lateral dynamic Movement, influence. Here are the damper only over a time t1 energized differently.

there are preferably similar to different current supplies for different variants, such as curves - / (by lane) -outside, front / rear axle (axle-wise), diagonal-inboard / -outside (diagonal) possible.

In terms of In terms of implementation, the procedure is somewhat more complex because of conditional through the different dampers the front and rear axle usually with different manipulated variables be charged. Since it does not make sense all different To implement variants in parallel, the following procedure is recommended: One summarizes with a time delay of certain sizes initially from the damper locations (front left, front right, rear left and rear right) the damper pairs together, which should be delayed. These sizes are to be converted accordingly in time and later again back to the damper locations.

There the time requirement is usually only a short time, can a clearer distinction in the damper control variables it is the full spread between what and hard possible. It usually makes sense, a damper pair Although as soft as possible but not too soft to adjust. It is advantageous to make this appropriately applicable.

Also It is preferably provided here, additional input variables to take into account. In particular, the temporal is preferred Duration via the additional input variables to control. In a particularly advantageous form If you can also map the trend in time, you can positive time deltas for example from front to rear axle the Rear axle delay, whereas negative time deltas the Reverse direction and first decelerate the front axle. Again, an automated choice of control accordingly the desired tax trend possible.

In Another preferred embodiment is provided, the two approaches summarize the temporal and amplitude variable treatment, so that on the one hand the sizes are delayed and on the other hand their final states are different.

Essential for many of the variants of the invention is the knowledge of cornering, which damper are currently curves and which curve outside. A clean Viewing the steering angle is usually not sufficient, because of this can have an offset. For example, the driver is in a very slight right turn and now gives way to a vehicle left out. Then, the left direction for usefully Influencing the tax trend will be decisive, since these reflects the dynamic maneuver. Sensor sizes with respect to the direction of the curve are usually too late, so that at the beginning of the lateral dynamic process, no valid information exist.

Furthermore, it is therefore provided in a preferred embodiment of the invention that the Informatio NEN be obtained from a change in steering angle or a resulting lateral pressure. The sign of the steering angle change or the transverse pressure can then be used in accordance with the determination of a left or a right turn. If, for example, a clockwise rotation with positive steering angles is taken into account, positive steering angle changes mean that the driver has turned the steering wheel more to the right. Accordingly, negative steering angle changes mean steering wheel movement to the left. The same applies to the transverse pressure. With regard to the steering angle, both the size of the steering wheel itself and the size of the wheel can be used.

Prefers is intended to integrate additional filter structures, so that, for example, small steering angle movements not to one lead to a falsified statement.

About that In addition, it is preferable to implement a kind of "hold", since it makes sense, the influence only once per transverse dynamics process make. That is the condition for turns or outside the curve must be kept until the Process "subsided" is.

These Evaluation is carried out according to a further embodiment of the invention based the required taxable amount, for example the Current, or by the transverse pressure. Once these signals are under / over are appropriate thresholds, the holding function can then again To get picked up. In principle, it is also possible to illustrate this time-controlled.

A Statement about the tax tendency is preferred over the comparison of the output variables of a one-track model with measured variables such as yaw rate or lateral acceleration possible. This evaluation of the sizes is assumed to be known here.

The Task is further by a system for influencing the movement one in his movements controllable or controllable Vehicle body of a motor vehicle with the mentioned in claim 21 Characteristics solved. Because of the damper exciter Includes control modules, by means of which from the sensor signals under Consideration of lateral dynamic state variables at least a control signal for the actuators can be generated by means of A control tendency of the vehicle can be influenced, is advantageous possible to construct the damper exciter modular and in systems existing in the vehicle, for example in a control unit, to integrate in a simple way.

Further preferred embodiments will be apparent from the others, in the subclaims mentioned features.

The Invention will be described below in embodiments the accompanying drawings explained. Show it:

1 schematically a motor vehicle with a damper control;

2 a schematic diagram of a motor vehicle with vertical corner construction speeds;

3 a schematic diagram of a motor vehicle with vertical modal body speeds;

4 a schematic diagram of a motor vehicle with arranged in the damper system sensors and the resulting wheel, body and damper speeds;

5 an example map of a controlled damper;

6 a coarse structure of the functional modules of a damper control;

7 a block diagram of a standard control loop;

8th a block diagram of an extended control loop;

9 an influence on the control tendency in a first embodiment,

10 an influence on the control tendency in a second exemplary embodiment,

11 an example computation of the curve state (inside / outside) x_curve,

12 an exemplary current waveform over time according to the first embodiment according to 9 and

13 an exemplary current waveform over time according to the second embodiment according to 10 ,

1 shows schematically in plan view a total with 10 designated motor vehicle. Structure and function of motor vehicles are well known, so that will not be discussed in the context of the present description.

The car 10 has four wheels 12 . 14 . 16 and 18 , The wheels 12 . 14 . 16 and 18 are about a known suspension on a body 20 of the motor vehicle 10 attached. Under construction 20 In the context of the invention, the vehicle body is generally understood to mean the passenger compartment. Between the wheels 12 . 14 . 16 and 18 on the one hand and the construction 20 is a damper in each case 22 . 24 . 26 respectively 28 arranged. The dampers 22 . 24 . 26 and 28 are arranged parallel to springs, not shown. The dampers 22 . 24 . 26 and 28 For example, are designed as a semi-active damper, that is, by applying a control signal to an actuating means of the damper, the damper force can be varied. The adjusting means is usually designed as an electromagnetic valve, so that the control signal is a control current for the valve.

Each wheel or damper is a displacement sensor 30 . 32 . 34 respectively 36 assigned. The displacement sensors are designed as Relativwegsensoren, that is, these measure a change in the distance of the structure 20 from the respective wheel 12 . 14 . 16 respectively 18 , Typically, so-called rotation angle displacement sensors are used here, whose structure and function are generally known.

The structure 20 further comprises three vertical acceleration sensors arranged at defined points 38 . 40 and 42 , These acceleration sensors 38 . 40 and 42 are stuck to the construction 20 arranged and measured the vertical acceleration of the structure in the area of the wheels 12 . 14 respectively 18 , In the area of the left rear wheel 16 For example, the acceleration from the three other acceleration sensors can be determined by calculation, so that the arrangement of a separate acceleration sensor can be omitted here.

The Arrangement of the sensors is merely exemplary here. It can Other sensor arrangements, such as a vertical body acceleration sensor and two rotation angle sensors or the like are used.

The car 10 further comprises a controller 44 , via signal or control lines with the adjusting means of the damper 22 . 24 . 26 and 28 , the displacement sensors 30 . 32 . 34 and 36 and the acceleration sensors 38 . 40 and 42 connected is. The control unit 44 adopts the damper control to be explained in more detail below. In addition, the control unit 44 Of course, further, not to be considered here functions within the motor vehicle 10 take. The car 10 further comprises a switching means 46 For example, a button, a rotary knob or the like, by means of which a vehicle driver a request to the movement of the structure 20 can be chosen. Here, for example, it is possible to choose between the requirement "comfort", the requirement "sport" and the requirement "base." The choice is possible either in steps between the three modes or steplessly with corresponding intermediate modes.

The switching means 46 is also with the controller 44 connected.

2 shows a schematic diagram of the motor vehicle 10 , here the construction 20 is indicated as a flat surface. At the corners of the construction 20 are each the wheels 12 . 14 . 16 and 18 arranged in a conventional manner via a spring-damper combination. The spring-damper combination consists of the dampers 22 . 24 . 26 and 28 and in each case parallel connected springs 48 . 50 . 52 and 54 , At the corners of the construction 20 are the in 1 shown acceleration sensors 38 . 40 respectively 42 arranged by means of which the vertical speed at the corners of the construction 20 can be determined. These are the speeds vA_vl (front-left speed), vA_vr (front-right speed), vA_hl (rear-left speed), and vA_hr (rear-right speed). The speed can be calculated from the accelerations measured by means of the acceleration sensors by integration.

3 again shows the schematic diagram of the motor vehicle 10 , wherein the same parts as in the preceding figures provided with the same reference numerals and are not explained again. In a focal point 56 are the modal movements of construction 20 clarified. This is a hub on the one hand 58 in the vertical direction (z-direction), a nod 61 that is a rotational movement about a transverse axis lying in the y-axis, and a wobble 63 that is a rotational movement about a longitudinal axis of the motor vehicle lying in the x-axis 10 ,

4 shows a further schematic diagram of the motor vehicle 10 , here, in addition to the illustration in 2 , further signals are shown. In addition, here are the damper speeds vD shown, where vD_vl the damper speed for the damper 22 (front left), vD_vr the damper speed for the damper 24 (front right), vD_hl the damper speed for the damper 26 (rear left) and vD_hr the damper speed for the damper 28 (back right) is. The damper speeds can be differentiated from the signals of the displacement sensors 30 . 32 . 34 respectively 36 ( 1 ) be determined. In 4 Furthermore, the wheel speeds vR are indicated. Here speed vR_vl stands for the wheel 12 (front left), vR_vr for the wheel 14 (front right), vR_hl for the bike 16 (back left) and vR_hr for the bike 18 (back right). The wheel speeds vR can be determined for example via Radbeschleunigungssensoren.

There both the body speeds vA, the damper speeds vD and the wheel speeds vR all the same direction vector own (in the z-direction), there is the connection vD = vA - vR. As a result, not all measured variables in the form of measurement signals, but may be off the other measured variables are calculated.

In 5 For example, a force-velocity map of a controlled damper is shown. Structure and function of controlled dampers are well known, so that will not be discussed in the context of the present description. Here either semi-active dampers or active dampers are used. It is crucial that the damper force can be adjusted by influencing the damper speed. The damper force acts in parallel with the forces of the springs (cf. 2 to 4 ), so that over this the movement of the construction 20 can be influenced in his movements. To influence the damper speed, an electromagnetic valve or another suitable valve is arranged on the dampers, which, by applying a corresponding control current, influences a flow cross-section for a medium, in particular a hydraulic oil. This in 5 Example map shown shows various characteristics, wherein the damper force is plotted in Newtons above the damper speed vD in mm / s for various actuating currents. The dampers have a large spread, that is, depending on the applied control current large variations between the damper speeds and the damper force are adjustable. For clarification is a characteristic 56 registered, which would correspond to a passive damper. Due to this large spreading of the damper, an effective control becomes possible only with a soft recognition below the passive characteristic 56 should be and a hard identification significantly above the characteristic 56 should lie. Also evident is the already large spread at low damper speeds vD and the substantially linear course of the flow lines in the map.

Based The previous explanations make it clear that it is for an effective control of the movement of the body on the Provision of a control current for the control means the damper arrives. The following will focus on providing this Stellstromes taking into account the implementation of the invention Solutions in more detail.

6 shows a block diagram of a coarse structure of the functional modules for damper control according to the invention. The individual modules are shown encapsulated for reasons of clarity and clarity. The entire structure is advantageously constructed hierarchically over several levels. The functional modules are in a damper exciter, preferably the control unit 44 ( 1 ) integrated. The damper control comprises a signal input module 60 , an auxiliary function module 62 , a regulator module 64 , an evaluation module 66 and a signal output module 68 , In the signal input module 60 become the sensor signals of the displacement sensors 30 . 32 . 34 respectively 36 and the acceleration sensors 38 . 40 and 42 as well as other signals available via the CAN bus of the motor vehicle. The auxiliary function module 62 includes a man-machine interface module 70 , a filter module 72 and a load detection module 74 ,

The controller module 64 includes a road detection module 76 , an end-of-range damping module 78 , a transverse dynamics module 80 , a longitudinal dynamics module 82 and a vertical dynamics module 84 , The evaluation logic module 66 includes a current calculation module 86 , The regulator modules 76 . 78 . 80 . 82 and 84 advantageously generate a current, or a quantity which is proportional to the current. In the current calculation module 86 The current calculation of all controller output variables is used to control variables for the dampers 22 . 24 . 26 respectively 28 instead of. Via the signal output module 68 These control currents are provided to the dampers. Both the signal input module 60 as well as the signal output module 68 Optionally, of course, can also receive or output other signals, depending on the equipment of the relevant motor vehicle.

In 7 a standard loop is shown. This consists of a route 90 , a regulator 92 and a negative feedback of the controlled variable, that is the actual value on the controller 92 , The control difference is calculated from the difference between setpoint (command value) and controlled variable. The manipulated variable affects the track 90 and thus on the controlled variable. The disturbance causes a, usually undesirable, change in the controlled variable, which must be compensated. The input of the controller 92 is the difference between the measured actual value of the controlled variable and the setpoint. The setpoint is also referred to as a reference variable whose value is to be simulated by the measured actual value. Since the actual value can be changed by disturbance variables, the actual value must be tracked to the setpoint. One in a comparator 94 detected deviation of the actual value of the setpoint, the so-called control difference, serves as input to the controller 92 , Through the regulator 92 determine how the control system reacts to the detected deviations, for example, fast, sluggish, proportional, integrating or the like. As output of the controller 92 This results in a manipulated variable which is on a controlled system 90 Influence. The regulation is mainly used to eliminate disturbances in order to correct them.

In 8th is a more detailed representation of the control loop according to 7 shown. It is an extended loop with the additional elements actuator 96 and measuring element 98 shown. In the example of the damper control according to the invention, the adjusting device or the actuator is set 96 composed of an electronic component and an electro-hydraulic component. The electronic component corresponds to the current regulator in the control unit 44 while the electro-hydraulic component of the electrically controllable valve of the damper 22 . 24 . 26 respectively 28 equivalent. In the following, however, these should not be considered further. These are considered ideal or their influence is neglected. Thus, ideally, the controller output that supplies the control variable agrees with the manipulated variable or is at least proportional to it. The regulator 92 according to 15 This is divided into the actual controller 92 and the actuator 96 , The regulator 92 serves to determine a size with which to one through the comparator 94 Detected control difference via the actuator 96 should be reacted. The actuator 96 provides the necessary energy in the appropriate physical form to affect the process or the controlled system. In the measuring element 98 the actual value is measured. The disturbance may be in a regulation of the movement of a vehicle body 20 in unevenness of the roadway, laterally acting forces, such as wind or the like, or similar influences be justified.

9 shows the influence of a control tendency according to a first variant. In this case, a different control of fixed damper pairs is made, that is, it is set a different ratio of the control variables of the damper pairs to each other. Input find the cross-pressure sizes daq_vl, daq_vr, daq_hl, daq_hr for the transverse pressure front left, front right, rear left and rear right. It is also possible to specify only one lateral jerk daq, which is then the same for all corners. From these, using state corrections in a correction unit 100 the current quantities i_daq_vl, i_daq_vr, i_daq_hl and i_daq_hr are formed. The correction is expediently carried out in the form of characteristics or factors. The state variables used may be the driving state driving (with longitudinal and lateral dynamic information, for example also the driving speed), the loading state Bel, the energetic (road) state Str or the dynamics state Dyn (for example comfort- or sport-oriented). A second correction unit 102 now characterizes the actual tax tendency. Accordingly, the input currents are modified, resulting in the output currents i * _daq_vl, i * _daq_vr, i * _daq_hl, i * _daq_hr. Important for the calculation of the control mode is the selection of the transverse mode (axle understeer, axle oversteer, understeering on a track basis, oversteer on a lane basis, diagonal understeer or diagonal oversteer). The transverse mode can be both adjustable in terms of application and automatically adjustable according to the control tendency (oversteer, understeer). Furthermore, the information about the cornering is necessary (which positions are curves, which curves outside). Here, the information of driving safety can be engaged, in which the control tendency in favor of an optimal wheel load takes a back seat. The correction units 100 and 102 can also be accommodated in one unit. It is also possible only the correction unit 102 to use when the currents are already given.

10 shows the influence of the control tendency in a second variant in which a different timing control takes place or a transmission behavior is impressed on predetermined damper pairs. In a control trend unit 104 enter the input variables transverse pressure flows front left, front right, rear left, rear right i_daq_vl, i_daq_vr, i_daq_hl, i_daq_hr and there are correspondingly the temporally influenced flow variables i * _daq_vl, i * _daq_vr, i * _daq_hl and i * _daq_hr. Again, this could be a correction unit 100 out 9 upstream or integrated, so that instead of the transverse pressure currents enter the ailerons themselves. It will find the same state variables input as in 9 , First, there is a division from corner to mode in a component 106 , Here, the current pairs are summarized, which are delayed once and once undelayed. These current pairs then each go through a time behavior unit 108 as well as a time behavior unit 110 , It is advisable to use two parallel units, so that both understeering (eg with negative time delays) and oversteering behavior (for example with positive time delays, ie negative time delays on the parallel component) can be realized. In one unit 112 the mode-wise pairing of the currents is recalculated back to the corner currents. The timing control is not explicitly executed. Here, for example, it is advisable to design the time delay applicatively via the driving speed using a characteristic curve.

In 11 is an example of the determination of Curve state x_curve (curve inside, curve outside) shown. For this purpose, first the steering angle wL in a differentiator 114 differentiated, so that there is a change in steering angle. This is in a filter 116 further treated with the objective that the condition is determined as safely as possible. With a holding member 118 is now ensured that the curve state is held during a driving maneuver, since the steering tendency should be imposed only once per driving maneuver, even if the steering angle change indicates a new cornering state. This happens, for example, by looking at the current from the transverse pressure module i_daq. Only when this falls below a specified threshold (or above) the state calculation is released again.

12 shows an example of the current profile according to variant 1 9 for the currents i * _daq over time. It can clearly be seen that the currents from the left side i_vl and i_hl have a lower amplitude (that is to say also lead to a lower force) than those from the right side i_vr and i_hr. It is also shown that the currents for the front and rear (for example, i_vl and i_hl) usually differ, since different dampers are installed on the front and on the rear axle. Shown here is the mode "track by track".

13 shows an example of the current flow according to variant 2 10 for the currents i * _daq over time. It is clearly recognizable that the currents of the left side jump up in time to the maximum value. It is often advantageous to raise the currents from the beginning of the transverse pressure to a min value, so that the dampers are not under-damped but at the same time the control tendency is effectively pronounced. Again, the currents for front and rear axle can differ.

The The invention thus consists of a method or a control system component for influencing the lateral dynamic driving behavior, preferably via adjustable shock absorbers of a vehicle, one being additional component in a transverse dynamics or lateral pressure control module is integrated, where the output or control variables the module amplitude and / or time configured are that have an effect on the tax tendency of the vehicle results and used as component output variables sizes which are proportional to the control amount of the actuator are preferably currents and as component input quantities find either the transverse pressure or the resulting from a transverse pressure module Control variables use.

10

motor vehicle

12

wheel

14

wheel

16

wheel

18

wheel

20

construction

22

damper

24

damper

26

damper

28

damper

30

displacement sensor

32

displacement sensor

34

displacement sensor

36

displacement sensor

38

accelerometers

40

accelerometers

42

accelerometers

44

control unit

46

switching means

48

feather

50

feather

52

feather

54

feather

56

curve

58

stroke

60

Signal input module

61

nod

62

Auxiliary function module

63

waver

64

Control module

66

Signal output module

68

Signal output module

70

Man-machine interface module

72

filter module

74

Load recognition module

76

Road detection module

78

Endlagendämpfungsmoduls

80

Lateral dynamics module

82

Longitudinal dynamics module

84

Vertical dynamics module

86

Power calculation module

90

route

92

regulator

94

comparator

96

actuator

98

measuring element

100

correction units

102

correction units

104

Control unit trend

106

component

108

Timing unit

110

Timing unit

112

unit

114

differentiator

116

filter

118

retaining member

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 3918735 A1 [0002]

Claims (22)

Method for generating signals for influencing the movement of a vehicle body of a motor vehicle which can be controlled or regulated in its motion sequences, the movement of the vehicle body being sensed, the sensor signals corresponding to the determined sensor values being supplied to a damper exciter and the damper exciter at least a control signal for actuating actuators, In particular, semi-active or active dampers provides, by means of which the movement of the vehicle body can be influenced, characterized in that by means of the damper controller from the sensor signals, taking into account lateral dynamic state variables, the at least one control signal for driving the actuators is determined, wherein at least one control signal is modified in its amplitude curve and / or time course such that a control tendency of the vehicle is influenced. Method according to claim 1, characterized in that that as the at least one control signal directly to the actuators influencing control current is provided. Method according to claim 1, characterized in that that as lateral dynamic state variable a transverse pressure signal or a signal proportional to the lateral pressure signal is used. Method according to one of the preceding claims, characterized in that the control tendency by a different Actuation of tension and / or pressure levels of the actuators influenced becomes. Method according to one of the preceding claims, characterized in that the control tendency by a different Control of fixed actuator pairs, that is a different ratio of the control variables the damper pairs to each other, is influenced. Method according to one of the preceding claims, characterized in that the control tendency by a different Timing control or an impressed transmission behavior of fixed actuator pairs. Method according to one of the preceding claims, characterized in that the actuator pairs axle wise, by track or formed diagonally. Method according to one of the above claims characterized in that an information curve inside / outside curves for the different activation of the actuator pairs Use finds. Method according to claim 8, characterized in that that the information turns in / out from a steering angle change, a lateral pressure, a steering angle, a lateral acceleration or a combination of at least two of these sizes becomes. Method according to claim 9, characterized that the signals for determining the information curve inside / outside be formed. Method according to one of the preceding claims, characterized in that the state information for a lateral dynamic process remains. Method according to claim 11, characterized in that that keeping the information depends on whether defined Sizes like the control size (for Example of the current) or the transverse pressure defined below or above Limits are, or that holding the information purely time-dependent done or in a combination of the two possibilities. Method according to one of the above claims, characterized in that further input variables, in particular a driving speed, an energetic (road) condition, a loading condition, a desired driving dynamics or a mode (sporty / comfort-oriented), a steering tendency (under- / oversteer, neutral). Method according to claim 12, characterized in that that the additional sizes influence serve the tax difference between the actuator pairs. Method or control system component according to claim 12, characterized in that the additional sizes for influencing the temporal behavior or transmission behavior serve the control. Method according to one of the preceding claims, characterized in that the mode selection understeer axle by axle, axle oversteer, understeer on lane, oversteer on lane, diagonally understeering and diagonal oversteer applicable is. Method according to one of the above claims, characterized in that the information of the current control tendency (over / understeering, neutral) for the mode selection axle understeer, axle oversteer, by lane and un tersteuernd, track by track oversteering diagonal understeering and diagonal oversteer be used. Method according to one of the preceding claims, characterized in that the control tendency from a comparison the measured quantities (yaw rate and / or lateral acceleration) determined with the sizes of a single-track model becomes. Method according to one of the preceding claims, characterized in that further input variables, which describe the driving safety critical state, in particular ESP intervention, ABS intervention or other transverse and / or longitudinal dynamic State variables are taken into account. Method according to claim 19, characterized that in a driving safety critical situation to an optimal Radlastdynamik is controlled, the influence of the control tendency checks it is that no negative impact on driving safety given is. System for influencing the movement of one in his Movements of controllable or controllable vehicle body a motor vehicle, with sensors that control the movement of the vehicle body capture, with controllable or controllable actuators, in particular semi-active or active dampers between the vehicle body and the vehicle wheels are arranged with a damper exciter, by means of which the sensor signals are processed and at least a drive signal is provided for the actuators, characterized in that the damper excited comprises control modules, by means of those from the sensor signals under consideration of lateral dynamic state variables at least a control signal for the actuators can be generated by means of which a control tendency of the vehicle can be influenced. Vehicle, in particular motor vehicle, with a System for influencing the movement of one in his movements controllable or controllable vehicle body according to claim 21.