CN116373525A

CN116373525A - Method for reducing road high-altitude influence

Info

Publication number: CN116373525A
Application number: CN202211703354.3A
Authority: CN
Inventors: 西里尔·科尔曼; 乌维·霍夫曼; 乔治·约翰·莫勒
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2022-01-03
Filing date: 2022-12-28
Publication date: 2023-07-04
Also published as: DE102022100005A1

Abstract

The present invention provides a method for controlling damping in each semi-active or active suspension of a vehicle wheel comprising at least a front axle and a rear axle when driving over a road surface, in which method the damper is adjusted to the softest possible setting during the first compression and extension, after which the damper is adjusted to a stiffer setting depending on the speed and spring displacement of the spring assembly during the first compression and extension. The invention also provides a vehicle for performing the method.

Description

Method for reducing road high-altitude influence

Technical Field

The present invention relates to a method of reducing road-to-ground impact on a vehicle by controlling the damper function of all wheels of the vehicle, and to a vehicle for performing the method.

Background

When a vehicle runs on an uneven road surface, the wheels vibrate and cause the contact force of the corresponding vehicle with respect to the road surface to change. Thus, the controllability of the vehicle may be reduced. In order to damp vibrations as quickly as possible, vibration dampers are provided on the wheel suspensions.

Vehicles typically include wheels of active, semi-active and/or adaptive suspension systems to facilitate, among other things, controlling the vertical movement of the wheels. In this case, the characteristics of the suspension, such as damping and rigidity, can be selectively adapted to the abnormal state of the road. The specification of patent US10,065,474B 2 describes a vehicle with a suspension force decoupling system in which the actuators of the suspension can be decoupled from vibrations in a specific frequency range, in particular vibrations occurring due to road conditions. The above suspension systems are also described in publications US9,446, 650 b2, US5, 432, 700a, US8, 938, 333b2, US20170157023a1 and US5,497, 324A. Another example of an adaptive suspension system is a continuously controlled damping (Continuously Controlled Damping, CCD) from ford.

When there is relative movement between the wheels of the vehicle and the corresponding road surface, the force transmitted from the wheels to the road surface changes, resulting in a reduction in traction. The vertical vibration motion thus generated is also referred to as vertical wheel vibration.

For example, as the vehicle passes over a road surface elevation, the degree of vertical wheel vibration increases. Such elevations are, for example, speed bumps, places for carrying out traffic stabilization to control speed, and raised intersections. Here, the road is an asphalt or concrete-based road, but may be a paved road, a soil road, or the like.

The passive vibration actuator suppresses vertical vibrations of the wheel and the vehicle body. The damping control device (e.g., a CCD) is designed specifically for the comfort of the vehicle occupants and operates on the well known "zenith damping" principle, wherein the required damping force is dependent upon the absolute vertical velocity of the vehicle body (i.e., unsprung mass). They are more suitable than passive dampers for damping vertical movement of a vehicle. At the same time, comfort is at the expense of vertical wheel vibration.

Disclosure of Invention

The invention aims to reduce vertical vibration of wheels and increase comfort when a road is driven on a high ground.

This object is achieved by a method having the features of claim 1 and a vehicle having the features of claim 10. Further advantageous embodiments and configurations of the invention are evident from the optional independent and dependent claims, the drawings and the exemplary embodiments. The bodies of the following embodiments and claims may be advantageously combined with each other.

A first aspect of the invention relates to a method for controlling damping in each semi-active or active suspension of a vehicle wheel when driving over a road surface, the vehicle comprising at least one front axle and one rear axle, wherein each suspension comprises a spring assembly and a damper having at least one actuating element for controlling the damping force, the damping force being adjusted in a stepwise or stepless manner between soft and firm damping characteristics by means of at least one actuator, and the vehicle having at least one sensor for measuring the height of the spring assembly and a sensor for measuring the vertical acceleration, the method comprising the steps of:

the vehicle is moved in a direction of the vehicle,

sensing a road elevation in the road ahead of the vehicle travel direction,

adjusting the respective actuating elements of the wheel suspensions of the front and rear axles to their softest setting, which setting is maintained during the end of the first compression of the spring assembly to the subsequent first extension after driving to road elevation,

after the first extension is completed, the respective actuation elements of the wheels of the front and rear axles are adjusted to a stiffer setting calculated for each wheel according to the speed and deflection of the spring assembly and dynamically adjusted until extension and compression are completed,

sensing the condition of the vehicle at the moment relative to the road elevation after the vehicle has driven on the road elevation,

ending the method after driving over the road elevation,

if the vehicle is still on road elevation, the actuating element is adjusted to its softest setting, and the method continues until a stiffer setting of the damper after the second compression.

According to the method of the invention, the comfort of the vehicle occupants while driving on road elevations is advantageously improved by reducing the pitch rate and vertical acceleration of the vehicle. This is achieved by controlling the semi-active suspension, in a first phase by adjusting the damping to the softest possible setting when driving to the road surface elevation, and increasing the damping during the second compression of the suspension only when the vehicle body is moving downwards. During the first extension of the suspension, the damping is adjusted to its softest possible setting, thus achieving the largest possible extension displacement of the suspension. During the second compression, correspondingly larger spring displacements are used in order to buffer the vehicle body as gently as possible with increased damping. The method is suitable for crossing various road elevations, such as speed bumps and raised intersections. Setting dynamic adaptation means that the damping force is continually adapted to changing conditions.

In this method, preferably, the intensity setting of the damper in terms of the current applied to the actuating element is calculated by the formula:

I _FD ＝ABS(S ₀ –S ₁ )*K ₁ +ABS(V _SuspAct )*K ₂ +K ₀

wherein the term ABS denotes absolute value, S ₀ Represents the maximum displacement of the suspension at the end of the first extension, S ₁ Indicating the current displacement value of the spring assembly, V _SuspAct Representing the current speed of the suspension, K _x The factor represents a specific constant for the calculation.

Preferably, in the present method, the sensing of the road elevation is achieved by a wheel height sensor, a camera and/or a geofence of the front axle wheels. These devices are suitable for sensing road elevations. In this way, the actuating element can be automatically adjusted to its softest possible setting immediately before starting to travel on or to the road elevation.

Geofencing (Geofencing) is familiar to those skilled in the art and includes recording when a particular geographic location boundary on a road corresponding to a road elevation or a particular distance before the road elevation is crossed, which location determination may be performed, for example, by an in-vehicle cellular device or a navigation device.

Preferably, in the method, once the vehicle has driven to road elevation, the condition of the vehicle at that moment relative to road elevation is sensed by a sensor that senses the vertical acceleration of the vehicle, a camera, sensing the distance travelled since driving to road elevation and/or a geofence. It can thus be advantageously determined whether the actuating element can be set again to normal or whether the suspension is expected to drop again, in which case the actuating element is again adjusted to its softest possible setting. The vertical acceleration sensor is desirably disposed at the center of gravity of the vehicle. Alternatively, a corresponding sensor disposed in a roof rack at a corner of the vehicle may be used.

Preferably, in the method, the adjustment of the actuation element is performed in accordance with reaching a specified threshold.

Preferably, in this case, the current demand of the damper is reduced when the suspension speed reaches a first threshold.

It is particularly preferred that when the suspension speed reaches the second threshold value, the current demand of the damper is set to a level corresponding to the softer setting of the damper, and the damper is adjusted to the softer setting.

Preferably, the current demand of the damper is set to correspond to the lowest set current level and the damper is set to its softest setting when the third threshold is reached, based on the sensing of the road elevation by the camera or the geofence, respectively.

A second aspect of the invention relates to a vehicle having a semi-active or active suspension of the wheels of at least one front axle and one rear axle, at least one sensor for measuring the height of the spring assembly and a sensor for measuring the vertical acceleration, and a control device designed to control the method according to the invention. The advantages of the vehicle correspond to the advantages of the method according to the invention.

Drawings

The invention will be described in more detail on the basis of the accompanying drawings, in which:

fig. 1 shows a schematic view of an embodiment of a vehicle according to the invention.

Fig. 2 shows the vehicle according to fig. 1 on a road.

Fig. 3 shows a flow chart of an embodiment of the method according to the invention.

Fig. 4 shows a schematic view showing the damper effect after passing a short road plateau based on the vertical acceleration.

Fig. 5 shows a schematic view showing the damper effect after passing a short road elevation based on the pitch rate.

Fig. 6 shows a schematic view showing the damper effect after passing a short road plateau based on the vertical acceleration in the laser measurement model test.

Fig. 7 shows a schematic diagram showing a damping effect after passing a short road plateau based on a pitch rate in a laser measurement model test.

Fig. 8 shows a schematic view showing the damper effect after passing through a long road plateau based on the vertical acceleration in the laser measurement model test.

Fig. 9 shows a schematic diagram showing a damping effect after passing a long road plateau based on a pitch rate in a laser measurement model test.

Detailed Description

In fig. 1, a front part of an embodiment of a vehicle 1 according to the invention is shown. The vehicle 1 has a front axle 2 and a rear axle 3 on which two wheels 10 (front left, front right, rear left and rear right) are suspended, respectively, by a suspension 4, the front left wheel 10 being shown in detail, the suspension comprising a spring assembly 11 and a damper 12. The actuating element 13 is arranged in the damper 12, the actuating element 13 being arranged by means of an actuator. It is clear that the damper 12 consists of several elements, possibly also several actuating elements and actuators, which are not shown in the figures for the sake of overall clarity. The suspension may be a CCD (Continuously Controlled Damping ) system, an active or semi-active suspension and/or include actively controlled stabilizers. The damper 12 suppresses transmission of vibrations from the wheel 10 to the body 14 of the vehicle 1, and other wheels 10 of the vehicle 1 are similarly provided.

The vehicle 1 has a plurality of sensors 20. A sensor that senses the vertical acceleration 21 is provided at the center of gravity of the vehicle 1. Further, the vehicle 1 is provided with a height sensor 22 in each spring assembly 11 for sensing a change in the height of the spring assembly, in such a manner that a change in the road surface height can be sensed. The other sensor is a camera sensor 23 for sensing a road elevation 41 in front of the traveling direction of the vehicle 1.

The vehicle 1 may also be provided with a vehicle acceleration sensor and at least one pitch rate sensor on each corner of the vehicle body 11. Other and/or further sensors are also possible, which are arranged in the area of the vehicle 1 and are capable of sensing the road height 41, for example ultrasonic sensors, or based on radar, laser, lidar, car-to-car communication or other technologies. In addition, the vehicle 1 is designed to contact satellite-based facilities for geofencing and to acquire corresponding data.

The vehicle 1 has a control device 30. The control device 30 is designed to evaluate the signals transmitted from the one or more sensors 20 and to send control commands to the actuators of the respective actuating elements 13.

As shown in fig. 2, the vehicle 1 is on a road 40. Road 40 is a asphalt road. The vehicle 1 moves in the specific traveling direction indicated by the arrow. The road 40 is provided with a road elevation 41, which is used as a deceleration strip for controlling the speed of the road user.

In the process for controlling a semi-active suspension system according to the flow chart of fig. 3, in a first step S1, the vehicle 1 is moved on the road 40 (see fig. 2). When no abnormality occurs during running, the damping force and control current for activating the actuating element 13 are controlled by the Skyhook function or other functions. Values of the vertical acceleration sensor 21 and the height sensor 22 are acquired and stored in the temporary buffer continuously for a certain period of time. The control device has a monitoring function (simply referred to as a monitor) integrated therein for checking the condition of the vehicle 1 relative to the road elevation (i.e., whether the vehicle is in front of, above or behind the road elevation).

In the second step S2, the road elevation 41 in the road 40 located forward in the traveling direction of the vehicle 1 is reached. The road elevation is sensed by elevation sensor 22, camera 23, or by geofencing. For setting the control current, for various thresholds Thr _x The (threshold) was evaluated. Thus, a higher threshold is applied to the height sensor values of the camera 23 and the geofence. If both camera 23 and the geofence are used, the first signal to reach a particular threshold is used.

In sub-step S2a, a first threshold value Thr of damper speed is evaluated ₁ Precisely, a first threshold value Thr of the damper speed is evaluated for the two front wheels of the vehicle 1, respectively ₁ . Thus, accidents that are sensed by only one wheel, which is driving on small road elevations (bumps), are not evaluated, and the process is thus more robust. Threshold Thr ₁ Depending on the current vehicle speed and damper current. If the first threshold Thr is exceeded ₁ All current requirements of the damper will be reduced. The corresponding current demand is according to formula I _FL ＝I _{FL_CCD_REQ} * x calculation, where I _{FL_CCD_REQ} For the current demand of the control device, x is an adjustable gain coefficient, and the value range is 0-1. I _FL Here in relation to the left front wheel. Correctly calculating the current demand I _FR (Right front wheel), I _RL (left rear wheel) and I _RR (right rear wheel). It is possible but not certain here whether a road elevation 41 is encountered. If the second threshold Thr is not exceeded after a certain period of time ₂ The process returns to step S1 (normal damper function). If the second threshold Thr is exceeded ₂ The road elevation 41 is evaluated as encountered. Then, in a third step S3, precisely depending on the road surface elevation 41 encountered, the damper 12 is adjusted to the softest possible setting, first the two front wheel dampers and then the two rear wheel dampers.

In sub-step S2b, the road elevation 41 is determined by the geofence. In this case, the vehicle 1 located a certain distance in front of the road elevation 41 receives a relevant signal from the facility designed for the geofence. According to the speed of the vehicleThe exact position of the road elevation 41 and the time at which the suspension may start to compress are calculated. The current demand of the damper has been reduced in step S2b before reaching the road elevation 41, in the same way as explained in step S2 a. For the presence of the road elevation 41, a third threshold value Thr is assumed ₃ Rated below a first threshold value Thr ₁ And a second threshold value Thr ₂ Because it has been determined here that a road elevation 41 has been detected, and this detection is evaluated as robust. In step S3, the damper 12 is likewise adjusted to the softest possible setting.

In sub-step S2c, the road elevation 41 is determined by the camera 23. From the speed of the vehicle, the exact position of the road elevation 41 and the initial compression of the suspension are calculated. Before reaching the road elevation 41, the current demand of the dampers has been reduced in step S2c, precisely the current demand of the dampers of all front and rear wheels has been reduced in step S2c in the same manner as explained in steps S2a and S2 b. For the presence of a road elevation 41, a third threshold value Thr is likewise assumed here ₃ . In step S3, the damper 12 here is also adjusted to the softest possible setting.

After the first compression, the suspension begins to extend again, i.e., the compressed suspension begins to extend. The damper is kept in its softest possible setting.

And then begin to compress the suspension a second time. Depending on the configuration of the sensors, this can be determined by means of a height sensor 22 and/or a sensor for measuring the vertical acceleration 21, which senses the compression or downward movement of the vehicle body. At the beginning of the second compression, the damper is adjusted to a stiffer setting in a fourth step S4, respectively, which is calculated for each wheel based on the speed and deflection of the spring assembly, and new calculations and adjustments are continuously made until extension and compression are completed. The necessary damping current I is determined by formula (I). In this case, the damper current I of the left front wheel _FL And damper current I of right front wheel _FR Is calculated separately for each wheel. The current of the rear wheel damper, in particular the left rear wheel damper current I, is suitably determined _RL And right rear wheel damper current I _RR 。

For the left front wheel current I _FL Calculated by formula (I), the values are given by way of example by the following system of equations:

1. ) First, a base value of a control current is calculated:

I _FLt ＝ABS(S ₀ (1)–S ₁ (1))*K _{1_front} +ABS(V _SuspAct (1))*K _{2_Front} +K _{0_Front}

I _FLt is a temporary variable for the damping limiting function. V (V) _susact Is a four position vector containing information on the velocity of the spring assemblies of the four wheels. S is S ₀ For maximum displacement of the suspension at the end of the first extension, S ₁ V being the current displacement value of the spring assembly _susact K being the current speed of the suspension _x The factor is a specific constant calculated. The numbers in brackets relate to the corresponding wheels: (1) a front left wheel (FL), (2) a front right wheel (FR), (3) a rear left wheel (RL) and (4) a rear right wheel (RR).

2. ) Secondly, comparing the resulting value of the first equation with the control range of the corresponding damper:

I _FLt ＝min(MaxCur,max(I _FLt ，MinCur)).

for example, if the control range is 0-1.6A and the output value of the first equation is outside the control range, the output value is adapted to the limit value of the control range.

3. ) In a further equation, the resulting value of the second equation is limited in the direction of the soft damping setting:

I _FL ＝max(I _FL -RL _{_Down} ，min(I _FL +RL _{_Up} ，I _FLt ))

this setting depends on the type of damper used. R is R _{L_DOWN} Representing the lower rate limit, that is, the variable introduced to limit the downward direction setting of the damper current for dampers having soft settings at low control currents. R is R _{L_UP} Representing the upper rate limit, i.e. the variable introduced to limit the upward setting of the damper current of a damper with a soft setting at high control currents. In practice the current demand cannot be within a certain period of timeThe decrease exceeds a specified value. Thus, the control current remains high and thus the damping effect remains high.

For the right front wheel:

1.)

I _FRt ＝ABS(S ₀ (2)–S ₁ (2))*K _{1_front} +ABS(V _SuspAct (2))*K _{2_Front} +K _{0_Front}

corresponding to the above expression, the result value is used in the second equation and the result value is used in the third equation.

For the rear wheel, the current is also determined with formula (I), precisely for the left rear wheel:

1.)

I _RLt ＝ABS(S ₀ (3)–S ₁ (3))*K _{1_rear} +ABS(V _SuspAct (3))*K _{2_rear} +K _{0_rear}

right rear wheel

1.)

I _RRt ＝ABS(S ₀ (4)–S ₁ (4))*K _{1_rear} +ABS(V _SuspAct (4))*K _{2_rear} +K _{0_rear}

For both wheels, in a manner corresponding to the above description, the result value here is also used for the second equation, and the result value is used for the third equation.

The control current is continuously varied in accordance with the current spring displacement and the speed of the spring assembly until the spring assembly of all wheels is substantially extended, i.e., in a normal state, wherein the speed and spring displacement of the spring assembly is about 0.

As described above, the condition of the vehicle 1 with respect to the road elevation 41 is detected by the already mentioned monitoring function, which is performed by the fifth step S5. In this embodiment, the monitoring function runs in parallel with steps S3 and S4. Steps S3 and S4 are performed sequentially because the front axle 2 generally encounters a road elevation before the rear axle 3 in the forward direction of the vehicle 1. The parallel execution of steps S5, S3 and S4 is illustrated by the combination of steps shown by the dashed lines in fig. 3. The basic features of performing steps S3 and S4 for both the front axle 2 and the rear axle 3 can be seen in fig. 3.

In a fifth step S5, it is checked whether the vehicle 1 is still on the road elevation 41. For example, in a road intersection provided relatively higher than an adjacent road, there is a longer convex portion 41. Whether the road upland 41 has been passed or not can be determined by: by geofencing, the height of the vehicle over a period of time is measured by the camera, i.e. when the vehicle height is greater than 0, where 0 is the height of the road elevation 40 and the vehicle is at the elevation or long road elevation 41. The altitude is determined by the integral of the vertical acceleration. In this case, the behavior of the vehicle in a specific period of time is evaluated as the control possibility.

If the road elevation 41 has been passed (Y is yes), that is to say the front axle 2 and the rear axle 3 of the vehicle 1 have passed the road elevation 41, the process ends in a sixth step S6 and returns again to step S1 (normal case). If the vehicle 1 is still on road elevation 41 (N represents no), it is expected to compress and expand again. For this purpose, in a seventh step S7, each axle is returned to step S3 and the corresponding wheel is returned individually. In this case, the damper is again adjusted to its softest possible setting, which again results in a stiffer setting of damping after the second compression. When passing the road elevation 41, the process ends and returns to step S1 again.

Figures 4-9 illustrate the effect of the method of the present invention. The behavior of a vehicle using a conventional method (CCD) is indicated by a dotted line. The behaviour of a vehicle employing the method according to the invention is shown by a solid line. The vehicle is traveling at a speed of 40 km per hour.

Fig. 4 shows a time (abscissa) curve of the vehicle body vertical acceleration Az on the ordinate. The thick line at the ordinate area 0 represents the course of the road (based on the front axle height of the vehicle 1). At abscissa 1s, the road plateau 41 is passed: the front axle rises horizontally. It can be seen that in the case of the first compression and the first extension, both processes have a similar effect on the vertical movement. After the first stretch, the process is significantly different: the curves associated with the method according to the invention run flatter than with conventional methods; in the case of the second compression, the vertical acceleration decreases and the vehicle handling becomes smoother.

In fig. 5, the change in the pitch rate of the vehicle 1 with time is shown. Here, after passing the road elevation 41, a parallel run of lines is observed at the first and second peaks. At a third peak corresponding to the third compression, the curve of the method according to the invention shows a 50% reduction in pitch rate compared to the conventional method. In addition, in the further process, the pitch rate decreases faster.

In fig. 6, the change with time of the vertical acceleration Az when passing through the short-road upland 41 is shown in a manner similar to that of fig. 4. The laser measurement model test results are shown in fig. 6. It can also be seen here that in the case of the second compression, the maximum vertical acceleration Az is much smaller (reduced by 20%, see arrow mark and first envelope) and the vehicle steering arrangement stabilizes more quickly in the further process (smaller vertical acceleration peak, see second envelope).

In fig. 7, the change in the pitch rate with time when passing through the short-road upland 41 is shown in a manner similar to fig. 5. The laser measurement model test results are shown in fig. 6. It can also be seen here that the pitch rate decreases faster (especially in the hoop).

In fig. 8, the change with time of the vertical acceleration Az when the long road elevation 41 passes is shown. The laser measurement model test results are shown in fig. 8. Here the course of the road 40 (thick horizontal line) is shown entering the road elevation 41 at 1s and exiting the raised stretch at 3 s. In the case of the second compression, the curve of the method according to the invention shows that the acceleration Az after driving onto the road elevation 41 is reduced by 50% compared to the conventional method (first bounding), and that the acceleration behavior also stabilizes more rapidly in the further course. A line (second envelope) similar to that of the entry was observed when the vehicle was driven off.

In fig. 9, the change with time of the pitch rate of the vehicle 1 when passing through the long road upland 41 is shown. Fig. 9 shows the results of the laser measurement model test. The course of the road 40 (thick horizontal line) here shows the road entering the road elevation 41 at 1s and the road exiting the raised stretch at 3 s. The curve of the method according to the invention shows a lower pitch rate in the case of a second compression after driving to the road elevation 41 (first enclosing circle). The pitch of the vehicle 1 is also stopped relatively early, so that in the case of the method according to the invention, the fourth peak can no longer be observed. A line similar to that of the travel (second surrounding circle) was observed at the time of the travel.

List of reference numerals

1 vehicle

2 front axle

3 rear axle

4 wheel suspension

10 wheel

11 spring assembly

12 damper

13 actuation element

14 vehicle body

20 sensor

21 sensor for measuring vertical acceleration

22-height sensor

23 camera

25 pitch rate sensor

30 control device

40 road

41 road upland

Claims

1. A method for controlling damping in each semi-active or active suspension (9) of a wheel (10) of a vehicle (1) when driving over a road elevation (41) of a road (40), the vehicle (1) comprising at least one front axle and one rear axle, wherein each of the suspensions comprises a spring assembly (11) and a damper (12), the damper (12) having at least one actuating element (13) for controlling a damping force, the damping force being adjusted between soft and firm damping characteristics in a stepwise or stepless manner by means of at least one actuator, and the vehicle having at least one sensor for measuring the height of the spring assembly (11) and a sensor for measuring vertical acceleration, the method comprising the steps of:

moving the vehicle (1),

sensing the road elevation (41) in the road (1) forward of the direction of travel of the vehicle (1),

adjusting the respective actuating elements (13) of the front and rear axles to their softest setting, which setting is maintained during the end of the first compression of the spring assembly (11) to the subsequent first extension after driving on the road elevation (41),

after the first extension is completed, adjusting the respective actuating elements (13) of the front and rear axles to a stiffer setting calculated for each wheel according to the speed and deflection of the spring assembly (11) and dynamically adjusted until extension and compression are completed,

-sensing the condition of the vehicle (1) at the moment relative to the road elevation (41) after the vehicle has driven on the road elevation (41),

ending the method after driving over the road elevation (41),

-if the vehicle (1) is still on the road elevation (41), adjusting the actuating element (13) to its softest setting, continuing the method until a stiffer setting of the damper (12) after a second compression.

2. The method of claim 1, wherein the intensity setting of the damper in terms of the current applied to the actuating element is calculated as:

I _FD ＝ABS(S ₀ –S ₁ )*K ₁ +ABS(V _SuspAct )*K ₂ +K ₀

wherein the term ABS denotes absolute value, S ₀ Represents the maximum displacement of the suspension at the end of the first extension, S ₁ Representing the current displacement value of the spring assembly, V _SuspAct Representing the current speed of the suspension, K _x The factor represents a specific constant for the calculation.

3. Method according to one of the preceding claims, wherein the sensing of the road elevation is achieved by a sensor sensing the vertical acceleration of the vehicle, a camera and/or a distance of a geofence travelled.

4. Method according to one of the preceding claims, wherein once a vehicle has travelled to the road elevation, the condition of the vehicle at that moment relative to the road elevation is sensed by means of a sensor that senses the vertical acceleration of the vehicle, a camera, by sensing the distance travelled since travelling to the road elevation and/or a geofence.

5. Method according to one of the preceding claims, wherein the adjustment of the actuation element is performed in accordance with a specified threshold being reached.

6. The method of claim 5, wherein the current demand of the actuation element is reduced when a first threshold is reached.

7. The method of claim 5 or 6, wherein when a second threshold is reached, the current demand of the damper is set to 0 and the damper is adjusted to its softest setting.

8. The method according to any of claims 5-7, wherein the current demand of the damper is set to 0 and the damper is adjusted to its softest setting when a third threshold related to the sensing of the road elevation (41) by the camera (23) or the geofence is reached.

9. Vehicle having at least one front axle and one rear axle, at least one sensor for measuring the height of the spring assembly and a sensor for measuring the vertical acceleration, and a control device designed for controlling the method according to any one of claims 1-8, the wheels (10) of the at least one front axle and one rear axle having semi-active or active suspensions.