DE102008024092A1 - Method for regulating rolling in front axle and/or rear axle of motor vehicle, involves exactly switching actuator from retaining angle of position control to torque requirement by moment control using control device - Google Patents

Method for regulating rolling in front axle and/or rear axle of motor vehicle, involves exactly switching actuator from retaining angle of position control to torque requirement by moment control using control device Download PDF

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Publication number
DE102008024092A1
DE102008024092A1 DE102008024092A DE102008024092A DE102008024092A1 DE 102008024092 A1 DE102008024092 A1 DE 102008024092A1 DE 102008024092 A DE102008024092 A DE 102008024092A DE 102008024092 A DE102008024092 A DE 102008024092A DE 102008024092 A1 DE102008024092 A1 DE 102008024092A1
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Prior art keywords
actuator
torque
control
angle
stabilizer
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DE102008024092A
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German (de)
Inventor
Timo Anderten
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Priority to DE102008024092A priority Critical patent/DE102008024092A1/en
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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
    • B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • 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
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
    • 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
    • B60G2600/17—Proportional control, i.e. gain 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
    • B60G2600/18—Automatic control means
    • B60G2600/182—Active control 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
    • B60G2600/73—Electrical control
    • 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
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B60G2800/9122—ARS - Anti-Roll System Control

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

Abstract

The method involves providing a measure that determines a marginal cross acceleration in a control device. An electrical actuator is exactly switched from a retaining angle of a position control to a torque requirement by a moment control using the control device, when an actual torsional moment between both stabilizer parts correspond to an actuator reference torsional moment calculated by the control device, for the transfer from a reference measure actuator torsion angle to a reference measure actuator torque, during decreasing cross acceleration.

Description

Die Erfindung betrifft ein Verfahren zur Wankregelung für einen geteilten Kraftfahrzeugstabilisator mit einem eingebauten elektrischen Aktuator nach dem Oberbegriff des ersten Anspruchs.The The invention relates to a method for roll control for a shared vehicle stabilizer with a built-in electric Actuator according to the preamble of the first claim.

Die Logik der aktiven Wankstabilisierung stellt bisher ein kennlinienbasiertes Aktormoment an Vorder- und Hinterachse, welches größtenteils von der Querbeschleunigung abhängig ist. Dies hat zur Folge, dass sich der Aktorwinkel ϕ = M/c in Abhängigkeit vom gewünschten Moment einstellt, welches wiederum von der Querbeschleunigung abhängig ist ϕ ~ M(aq). Durch das Verdrehen/Verspannen des Stabilisators wird hierbei Energie in dieser Drehfeder gespeichert E = ½cϕ2.The logic of active roll stabilization has hitherto set a characteristic-based actuator torque at the front and rear axles, which largely depends on the lateral acceleration. This has the consequence that the actuator angle φ = M / c adjusts depending on the desired moment, which in turn is dependent on the lateral acceleration φ ~ M (a q ). By twisting / clamping the stabilizer energy is stored in this torsion spring E = ½cφ 2 .

Es ist bereits bekannt, einen Kraftfahrzeugstabilisator in eine erste, der Aufhängung des linken Rades einer Fahrzeugachse zugeordnete Stabilisatorhälfte und in eine zweite, der Aufhängung des rechten Rades dieser Fahrzeugachse zugeordnete Stabilisatorhälfte zu unterteilen. Sind diese Stabilisatorhälften um deren gemeinsame Längsachse gegeneinander verdrehbar, kann gegenüber Fahrwerken mit einstückigem Stabilisator eine deutlich gesteigerte Wankstabilität erreicht werden, wenn zwischen den beiden Stabilisatorhälften ein geeigneter Aktuator vorgesehen ist, der aufgrund einer geeigneten Ansteuerung diese Stabilisatorhälften bedarfsgerecht gegeneinander verdreht.It is already known, a motor vehicle stabilizer in a first, associated with the suspension of the left wheel of a vehicle axle Stabilizer half and in a second, the suspension the right wheel of this vehicle axle associated stabilizer half to divide. Are these stabilizer halves around their common longitudinal axis against each other rotatable, opposite Chassis with one-piece stabilizer one clearly Increased roll stability can be achieved when between the two stabilizer halves a suitable actuator is provided, which due to a suitable control this Stabilizer halves as needed twisted against each other.

Ein elektromechanischer Aktuator umfasst mindestens einen Elektromotor und ein mechanisches Getriebe. Damit erhält man einen Stabilisator, dessen beide Stabilisatorhälften, die durch den elektromechanischen Aktuator miteinander verbunden sind, durch diesen gezielt zueinander verdreht werden können, damit ein gewünschtes Stabilisatormoment erzeugt wird, welches dann das Wanken des Fahrzeugaufbaus verhindert.One Electromechanical actuator comprises at least one electric motor and a mechanical transmission. This gives a stabilizer whose both stabilizer halves, by the electromechanical Actuator are interconnected, through this targeted to each other can be twisted for a desired Stabilizer torque is generated, which then the shaking of the vehicle body prevented.

Die DE 198 46 275 A1 beschreibt einen geteilten Stabilisator mit eingebautem elektrischem Aktuator zur Wankregelung. Der Aktuator besteht aus Elektromotor, Untersetzungsgetriebe und Bremse. Beim Verspannen der Stabilisatorhälften gegeneinander können Drehmomente sowohl antriebsals auch abtriebsseitig entstehen. Antriebseitig wird das Moment vom Elektromotor durch dessen steuergerätbestimmte Verstellung auf- oder abgebaut, abtriebsseitig verursachen Radbewegungen den Auf- und Abbau von Momenten.The DE 198 46 275 A1 describes a split stabilizer with built-in electric actuator for roll control. The actuator consists of electric motor, reduction gear and brake. When clamping the stabilizer halves against each other torques can arise both the drive and the output side. On the drive side, the torque is increased or decreased by the electric motor through its control device-specific adjustment. On the output side, wheel movements cause the assembly and disassembly of moments.

Für elektromechanische Aktuatoren ist bekannt, deren Energiebedarf dadurch zu minimieren, indem der Verdrehwinkel ab einem bestimmten Grenzwert festgehalten wird und sich der Stabilisator bei weiter ansteigender Querbeschleunigung nur abtriebsseitig bedingt weiter aufspannt. Dies kann durch eine in den Aktuator integrierte Bremse erreicht werden oder indem der Winkel bis zu einer definierten Grenze, beispielsweise der Querbeschleunigung, des Aktuatorwinkels oder des Aktuatormoments, laut Sollvorgabe einer Regeleinrichtung, zum Beispiel einer Momentenvorgabe, die in einen Verdrehwinkel umgerechnet wird, gestellt wird. Oberhalb dieser Schwelle, ungefähr im Bereich einer Querbeschleunigung von 0,5 g, wird von der Momentenregelung auf eine Winkelregelung umgeschaltet und der Aktuatorwinkel konstant gehalten. Um eine Überbelastung einer einzelnen Phase zu vermeiden, kann der Winkel auch minimal variiert werden.For Electromechanical actuators is known whose energy consumption thereby minimize by turning angle from a certain limit is held and the stabilizer continues to rise Querbeschleunigung only on the output side conditionally further spans. This can be achieved by a built-in brake in the actuator or by making the angle up to a defined limit, for example the lateral acceleration, the actuator angle or the actuator torque, according to target specification of a control device, for example a torque specification, which is converted into a twist angle is set. Above this threshold, approximately in the range of a lateral acceleration of 0.5 g, is from the torque control to an angle control switched over and held the actuator angle constant. To overload To avoid a single phase, the angle can also be minimal be varied.

Durch das Festhalten muss der Aktuator keine Arbeit leisten, sondern nur ein statisches Haltemoment aufbringen. Die Motorverluste sind hier maßgeblich für die elektrische Leistung. So steigt der Leistungsbedarf des Elektromotors hierbei linear mit dem Drehmoment, anstatt quadratisch.By the actuator does not have to work, but only Apply a static holding torque. The engine losses are here decisive for the electric power. So rises the power requirement of the electric motor linear with the torque, rather than square.

Diesem Vorteil steht ein Nachteil gegenüber, der beim Zurückschalten des Aktuators von der Winkelregelung auf die Momentenregelung auftritt und sich mit einem spürbaren Ruck bemerkbar macht.this Advantage is a disadvantage compared to the downshift of the actuator from the angle control to the torque control occurs and makes itself felt with a noticeable jerk.

Es ist Aufgabe der Erfindung, ein Verfahren zur Wankregelung für einen geteilten Kraftfahrzeugstabilisator eines Kraftfahrzeugs mit einem elektrischen Aktuator bereitzustellen, bei dem obiger Nachteil vermieden wird.It Object of the invention, a method for roll control for a shared motor vehicle stabilizer of a motor vehicle with to provide an electric actuator, in the above disadvantage is avoided.

Die Aufgabe wird durch die Merkmale des ersten Anspruchs gelöst. Bevorzugte Ausführungen der Erfindung beschreiben die abhängigen Ansprüche.The Task is solved by the features of the first claim. Preferred embodiments of the invention describe the dependent Claims.

Nach dem erfindungsgemäßen Verfahren zur Wankregelung an einer Vorder- und/oder Hinterachse eines Kraftfahrzeugs, mit einem geteilten Stabilisator, gleicht ein elektromechanischer Aktuator Wankbewegungen des Fahrzeugaufbaus gegenüber dem Fahrwerk durch Verspannen der beiden Stabilisatorteile gegeneinander in beide Drehrichtungen des Aktuators so aus, dass der Fahrzeugaufbau möglichst parallel einer Horizontalebene gehalten wird, indem durch ein Steuergerät das jeweils notwendige vom Aktuator aufzubringende Aktuatordrehmoment als Sollmoment vorgegeben wird. Im Steuergerät ist eine Grenzquerbeschleunigung bestimmter Größe hinterlegt, bei deren Erreichen bzw. Überschreiten nicht mehr das Aktuatordrehmoment vom Steuergerät vorgegeben wird, sondern ein Halten eines konstanten, vom Steuergerät vorgegebenen Verdrehwinkels des Aktuators, insbesondere des aktuell vorhandenen Verdrehwinkels, als Sollgröße für den Aktuator dient. Zusätzlich wird für den Übergang von der Sollgröße Aktuatorverdrehwinkel zu der Sollgröße Aktuatordrehmoment, bei abnehmender Querbeschleunigung, der Aktuator genau dann durch das Steuergerät vom Winkelhalten der Positionsregelung auf Momentenvorgabe durch die Momentenregelung umgeschaltet, wenn das aktuell vorliegende Torsionsmoment zwischen den beiden Stabilisatorteilen dem durch das Steuergerät berechneten Aktuatorsolldrehmoment entspricht.According to the inventive method for roll control on a front and / or rear axle of a motor vehicle, with a split stabilizer, an electromechanical actuator compensates roll movements of the vehicle body relative to the chassis by bracing the two stabilizer parts against each other in both directions of rotation of the actuator so that the vehicle body as possible is held parallel to a horizontal plane by the respective necessary actuator to be applied by the actuator actuator torque is specified as the desired torque by a control unit. In the control unit, a Grenzquerbeschleunigung certain size is deposited, when reaching or exceeding not the actuator torque is specified by the controller, but holding a constant, predetermined by the control unit angle of rotation of the actuator, in particular the currently existing angle of rotation, serves as a target size for the actuator. In addition, for the transition from the target value Aktuatorverdrehwinkel to the target value actuator torque, with decreasing Querbe acceleration, the actuator just then switched by the control unit from angle holding the position control to torque specification by the torque control when the currently existing torsional moment between the two stabilizer parts corresponds to the calculated by the control unit Aktuatorsolldreoment.

Das Verfahren hat den Vorteil, dass der Aktuator keine Bremse enthalten muss, sondern durch das Steuergerät über Logikumfänge erreicht wird, dass das Zurückschalten beim Aktuator vom Winkelhalten der Positionsregelung auf Momentenvorgabe durch die Momentenregelung für Fahrzeuginsassen nicht spürbar ist.The Method has the advantage that the actuator does not include a brake must, but through the controller via Logikumfänge is achieved that the switching back on the actuator of Angle holding the position control to torque specification by the Torque control for vehicle occupants not noticeable is.

Das Verfahren zur Wankregelung ist in der nachfolgenden Beschreibung und der zugehörigen Zeichnung näher dargestellt. Es zeigen:The Method for roll control is in the following description and the accompanying drawing. Show it:

1: zwei Wankwinkelverläufe, den eines arretierten Stabilisators für ein Kraftfahrzeug und den eines aktiven Stabilisators für ein Kraftfahrzeug, mit und ohne Winkelhalten des elektrischen Aktuators und 1 Two roll angle curves, that of a locked stabilizer for a motor vehicle and that of an active stabilizer for a motor vehicle, with and without holding the angle of the electric actuator and

2: einen, zur Verdeutlichung vereinfachten, linearen Zusammenhang zwischen Querbeschleunigung und Wankwinkel. 2 : a, simplified for clarity, linear relationship between lateral acceleration and roll angle.

In 1 sind Wankwinkelverläufe dargestellt. Ein in Nulllage arretierter Stabilisator führt zu einem linearen Anstieg des Wankwinkels über der Querbeschleunigung cAufb + cStabi. Eine klassische Auslegung des aktiven Systems weist beispielsweise den gezeichneten nichtlinearen Verlauf caktiv auf. Hält man ab dem Haltepunkt aq,Halten den Aktorwinkel konstant, so steigt fortan der Wankwinkel mit der passiven Gesamtsteifigkeit cAufb + cStabi, hier strichpunktiert gezeichnet. So lässt sich je nach Auslegung der Stabilisatorsteifigkeit und der Schwelle des Winkelhaltens ein maximaler Wankwinkel erreichen, der den des klassisch aktiv stabilisierten Fahrzeugs noch nicht einmal übersteigen muss.In 1 are shown roll angle curves. A locked in zero position stabilizer leads to a linear increase of the roll angle on the lateral acceleration c Aufb + c Stabi . A classical design of the active system has, for example, the drawn non-linear curve c active . If one stops at the stopping point a q, holding the actuator angle constant, then the roll angle increases with the passive total stiffness c upright + c stabilizer , here drawn with dot-dash lines. Depending on the design of the stabilizer stiffness and the angle of the angle, a maximum roll angle can be achieved which does not even exceed that of the classically actively stabilized vehicle.

Wie 2 zeigt, wird das Rückschatten von Positions- auf Momentenregelung des Aktuators entsprechend des erfindungsgemäßen Verfahrens durch das Steuergerät exakt in dem Punkt 2 veranlasst, in dem die steuergerätseititge Sollmomentenvorgabe dem aktuellen Stabilisatordrehmoment entspricht. Das Steuergerät liefert die Sollmomente für den Vorderachs- und Hinterachsaktuator. Anhand eines Momentensensors im Aktuator oder Stabilisator bzw. eines Kraftsensors in einer Pendelstütze steht ein gemessenes Istmoment zur Verfügung bzw. lässt sich über die Stabilisatorschenkellänge die Kraft in ein Drehmoment überführen: Drehmoment = Kraft·Hebelarm. Alternativ lässt ich das Aktuatordrehmoment aus Stabilisatorsteifigkeit, Aktorverdrehwinkel und äußerer Verdrehung des Stabilisators berechnen Drehmoment = Steifigkeit·(Winkel_Aktuator – Winkel_Stabilisator_außen). Das gemessene Drehmoment wird tiefpassgefiltert, um Störungen und Messrauschen zu unterdrücken.As 2 shows, the back-shade from position to torque control of the actuator according to the inventive method is prompted by the control unit exactly in the point 2, in which the control unit side setpoint torque specification corresponds to the current stabilizer torque. The control unit supplies the setpoint torques for the front axle and rear axle actuator. Based on a torque sensor in the actuator or stabilizer or a force sensor in a pendulum support, a measured actual torque is available or can be converted via the stabilizer leg length, the force in a torque: torque = force · lever arm. Alternatively, I calculate the actuator torque from the stabilizer stiffness, actuator twist angle, and outer torsion of the stabilizer. Torque = Stiffness (Angle_actuator-Angle_Stabilizer_outside). The measured torque is low-pass filtered to suppress noise and measurement noise.

Nachdem die Umschaltung von Momenten- auf Positionsregelung erfolgt ist, wird die oben erläuterte Prozedur für die Einleitung der Rückschaltung aktiviert. In der Rückschaltprozedur wird nun das Sollmoment mit dem Istmoment des jeweiligen Aktuators verglichen. Sobald beide Drehmomente übereinstimmen, am Schnittpunkt, wird von der Positions- auf die Momentenregelung umgeschaltet.After this the changeover from torque to position control has taken place, becomes the procedure for initiation explained above the downshift activated. In the switch-back procedure now becomes the target torque with the actual torque of the respective actuator compared. As soon as both torques coincide, on Intersection, is switched from the position to the torque control.

ZITATE ENTHALTEN IN DER BESCHREIBUNGQUOTES INCLUDE IN THE DESCRIPTION

Diese Liste der vom Anmelder aufgeführten Dokumente wurde automatisiert erzeugt und ist ausschließlich zur besseren Information des Lesers aufgenommen. Die Liste ist nicht Bestandteil der deutschen Patent- bzw. Gebrauchsmusteranmeldung. Das DPMA übernimmt keinerlei Haftung für etwaige Fehler oder Auslassungen.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.

Zitierte PatentliteraturCited patent literature

  • - DE 19846275 A1 [0005] - DE 19846275 A1 [0005]

Claims (1)

Verfahren zur Wankregelung an einer Vorder- und/oder Hinterachse eines Kraftfahrzeugs, mit einem geteilten Stabilisator, bei dem ein elektromechanischer Aktuator Wankbewegungen des Fahrzeugaufbaus gegenüber dem Fahrwerk durch Verspannen der beiden Stabilisatorteile gegeneinander in beide Drehrichtungen des Aktuators so ausgleicht, dass der Fahrzeugaufbau möglichst parallel einer Horizontalebene gehalten wird, indem durch ein Steuergerät das jeweils notwendige vom Aktuator aufzubringende Aktuatordrehmoment als Sollmoment vorgegeben wird, wobei im Steuergerät eine Grenzquerbeschleunigung bestimmter Größe hinterlegt ist, bei deren Erreichen vom Steuergerät nicht mehr das Aktuatordrehmoment zum Verspannen der beiden Stabilisatorteile gegeneinander vorgegeben wird, sondern ein Halten eines konstanten, vom Steuergerät vorgegebenen Verdrehwinkels des Aktuators, insbesondere des aktuell vorhandenen Verdrehwinkels, als Sollgröße für den Aktuator dient, dadurch gekennzeichnet, dass für den Übergang von der Sollgröße Aktuatorverdrehwinkel zu der Sollgröße Aktuatordrehmoment, bei abnehmender Querbeschleunigung, der Aktuator genau dann durch das Steuergerät vom Winkelhalten der Positionsregelung auf Momentenvorgabe durch die Momentenregelung umgeschaltet wird, wenn das aktuell vorliegende Torsionsmoment zwischen den beiden Stabilisatorteilen dem vom Steuergerät berechneten Aktuatorsolldrehmoment entspricht.A method for roll control on a front and / or rear axle of a motor vehicle, with a split stabilizer, in which an electromechanical actuator rolling movements of the vehicle body relative to the chassis by clamping the two stabilizer parts against each other in both directions of rotation of the actuator so compensates that the vehicle body as parallel as possible Horizontal plane is held by the respective necessary actuator applied by the actuator actuator torque is specified as the target torque, wherein in the control unit a Grenzquerbeschleunigung certain size is stored, when reaching the control unit no longer the actuator torque for bracing the two stabilizer parts is given against each other, but a Maintaining a constant, predetermined by the control unit rotation angle of the actuator, in particular the currently existing angle of rotation, serves as a target size for the actuator, characterized in that f for the transition from the target value Aktuatorverdrehwinkel to the target value actuator torque, with decreasing lateral acceleration, the actuator is then switched by the control unit from angle holding the position control to torque specification by the torque control, if the currently existing torsional moment between the two stabilizer parts corresponds to the calculated by the control unit Aktuatorsolldrehmoment ,
DE102008024092A 2008-05-17 2008-05-17 Method for regulating rolling in front axle and/or rear axle of motor vehicle, involves exactly switching actuator from retaining angle of position control to torque requirement by moment control using control device Withdrawn DE102008024092A1 (en)

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DE102008024092A DE102008024092A1 (en) 2008-05-17 2008-05-17 Method for regulating rolling in front axle and/or rear axle of motor vehicle, involves exactly switching actuator from retaining angle of position control to torque requirement by moment control using control device

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Application Number Priority Date Filing Date Title
DE102008024092A DE102008024092A1 (en) 2008-05-17 2008-05-17 Method for regulating rolling in front axle and/or rear axle of motor vehicle, involves exactly switching actuator from retaining angle of position control to torque requirement by moment control using control device

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DE102013205370A1 (en) * 2013-03-26 2014-10-02 Ovalo Gmbh A method of controlling a chassis stabilizer assembly and active chassis stabilizer
DE102013205370B4 (en) 2013-03-26 2021-12-30 Ovalo Gmbh Method for regulating a chassis stabilization arrangement and active chassis stabilization device
WO2015007280A1 (en) * 2013-07-17 2015-01-22 Schaeffler Technologies Gmbh & Co. Kg Method for operating a motor vehicle in order to detect an overload on a roll stabilizer
CN105358348A (en) * 2013-07-17 2016-02-24 舍弗勒技术股份两合公司 Method for operating a motor vehicle in order to detect an overload on a roll stabilizer
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WO2016096292A1 (en) * 2014-12-15 2016-06-23 Zf Friedrichshafen Ag Method for operating a motor vehicle, method for roll compensation of a motor vehicle, and motor vehicle
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WO2018114173A1 (en) * 2016-12-22 2018-06-28 Zf Friedrichshafen Ag Safety function and control device for monitoring and controlling of roll stabilizers

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