DE102008052989A1 - Signals producing method for influencing movement of controllable body of e.g. utility vehicle, involves finding control signal to control dampers from sensor signals considering long delay and delay derivative conditions using algorithm - Google Patents

Abstract

The method involves sensory determining movement of a body (20) of a motor vehicle (10). The sensor signals corresponding to determined sensor values are delivered to a damper controller. The controller supplies a control signal for controlling dampers (22-28) i.e. semi-active or active dampers, where the movement of the body is influenced by the dampers. A control signal for controlling of dampers is determined from the sensor signals by using the controller under consideration of long delay condition and long delay derivative condition of the vehicle using condition based control algorithm. An independent claim is also included for a system for influencing movement of regulatable or controllable body of the motor vehicle in a motion sequence.

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 objectives 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.

At the Starting and braking are external forces on a motor vehicle. Drive or braking forces act as wheel peripheral forces, while the overall vehicle the inertia is subject and therefore the inertial force attacks in the overall center of gravity. It is known the total braking force on front and rear axle according to a brake force distribution divide so that the circumferential forces on all wheels attack. Together with the distance of the vehicle center of gravity to the roadway results when starting and braking a pitching moment, which by Radlastverschiebungen is compensated. Thus inertia, Tire circumferential forces and the resulting wheel load differences in static equilibrium.

At the Braking takes place a wheel load shift forward while when accelerating the rear wheel loads increase. An increasing wheel load initially brings an improved power transmission with you, given the Coulomb friction coefficient and thus considered the linear relationship between the vertical and horizontal forces. Since the tire properties over a degressive course over increasing wheel load up to a saturation of the transferable Show power leads a Radlasthöhung in the border area of the tire is not necessarily an increased transferable Peripheral force. The resulting wheel load differences when driving and brakes generally cause pitching of construction, however, by appropriate measures in the The range of suspension kinematics weakened or even can be compensated. These measures are used as start-up or brake pitch compensation referred to.

Similar aspects as with the braking of the vehicle are to be seen also with a load change with straight running. A load change is the moment in which the driver leaves the gas pedal or throttles it abruptly. If the drive train is still connected to the drive wheels, the drag and braking torque of the engine acts as a braking torque on the driven wheels. This braking torque ensures a delay, this is how it comes to egg nem braking to dynamic Radlastverschiebungen forward and to a pitching motion of the structure. Of particular importance is this load change when cornering.

longitudinal Dynamic Movement changes thus have a comfort effect characterized in that pitching movements can occur. On the other hand There is usually the requirement that during braking a minimal optimized wheel load distribution with low wheel load fluctuation occurs and so an optimal contact the tire of a vehicle is given to the road. This not only gives the driver a good braking behavior of the vehicle, but forces can also transmit better become. This is especially important in driving safety critical Braking maneuvers, such as full braking or ABS braking (ABS = anti-lock braking system). Objective should be that one the most harmonious sequence of movements possible, the one subjectively conveys the safest possible driving experience.

was standing The technique is to single sizes, such as the brake pressure or its derivative, for a brake longitudinal dynamics control to use. The brake pressure is set by the driver through the position the brake pedal specified. The disadvantage here is that it is only by one or two selected sizes is. Furthermore, the brake light switch is often kept in evaluated a separate controller. If more sizes to be evaluated in analogy to the known method, Correspondingly, more control loops are required. One or furthermore, two sizes usually do not suffice Information about the braking process, so often either too much or too little is regulated. A slow braking delay requires, for example, a completely different treatment as a full stop.

Such a device and a method for influencing the damping force characteristic of a chassis suspension of a motor vehicle is out DE 10 2005 040 907 A1 known. There is provision for a control device to increase the damping force of the damping device by triggering the control device in such a way that a vehicle body movement to be expected on the basis of the starting process or the braking process is suppressed when a starting criterion indicative of a starting process or a deceleration criterion indicative of a braking process is performed.

Just in the multitude of driver assistance systems that are used today in the Vehicles are installed, there are very many different braking requirements. Covering all these in single controls does not just require a lot Memory requirements and computing time but also a very high tuning effort. If only single sizes are considered, then this often has a more inharmonious vehicle behavior result.

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.

Of the Invention is therefore based on the object, a method and a Specify system of the generic type, means in a simple and secure way to regulate the movement a vehicle body with electronically controllable actuators (Dampers) with simultaneous consideration Driving comfort, driving dynamics and driving safety possible is.

According to the invention this object is achieved by a method having the features mentioned in claim 1. Due to the fact that the at least one control signal for controlling the actuators is determined by means of the damper controller taking into account at least one longitudinal deceleration state and at least one longitudinal deceleration derivative state of the vehicle by means of state-dependent control algorithms, it is advantageously possible to combine ride comfort and driving dynamics on the one hand and driving safety on the other hand through the special integration of to ensure state-dependent control algorithms. By taking into account the Längsverzögerungs- and Längsverzögerungsableitungszustände in the provision of the control signals for the actuators, that is, in the adjustment of the damping of the movement of the vehicle body, in addition to the comfort requirements of a driver and the dynamic driving conditions of the vehicle in particular also taking into account Sicherheitsskriti shear conditions.

The The invention is, in principle, the longitudinal deceleration state of the vehicle and the state of differentiated longitudinal deceleration (brake pressure) determine and use these quantities as control signals for a downstream control. The present The invention therefore deviates from the state of the art the desired delay of the driver and its derivation is evaluated for a longitudinal dynamics control. The invention does not exclude that also the desired delay of the driver and the derivative of this signal on an influence have the longitudinal dynamics control, but only in the Scope in which these variables in the longitudinal delay state or the braking pressure condition, that is the differentiation of Long delay, enter. This is the object the invention is not limited to the evaluation of only one or set two sizes, but can continue in below described advantageously a larger one Consider number of input variables.

Around, the longitudinal dynamics of the vehicle with regard to a larger To be able to consider the number of parameters is provided in a preferred embodiment of the invention that to determine the state variables (x_delay, x_verzabl) longitudinal dynamic input variables Use, in particular the longitudinal acceleration (a), the brake pressure (p), the brake light switch position (BLS), the EPB request (a_EPB), the ACC request (a_ACC), the AWV warning (AWV_warn), the AWV braking (AWV_brems) and / or the wheel speed. The list of the mentioned sizes is not finally, but only by way of example.

at the longitudinally dynamic one requesting a delay Input variables can be a classification meet, in which form these input variables the respective delay provided shall be. This is in contrast to the input variables, which request an acceleration. There is a delay requesting input, the more of a comfort oriented delay, such as the controlled by the position of the brake pedal brake pressure, the ACC (Active / Adaptive Cruise Control, Adaptive Cruise Control) requested Delay and those requested by the electronic parking brake (EPB) Delay. Then there is delay again requesting input variables, where more the Driving safety should be emphasized. These include the ABS bit of the anti-lock braking system and the AWV (stopping distance shortening) bit, which a shortening of the stopping distance initiates (emergency braking). Another group of input variables, which Delay requests, indicates a future Braking, such as the BLS bit of the brake light switch or the AWV warning signal. In a further preferred embodiment of the invention is provided that several, in particular two or three, Längsverzögerungszustandgrößen (x_delay1, x_delay2, x_delay3) and corresponding to longitudinal delay derivative quantities (x_verzabl) are used, each with different state characteristics represent how signals with braking probability (for example BLS or AWV warning), signals with "standard" delay (brake pressure, EPB delay, ACC delay) or signals with safety-conscious delay (such as ABS bit, AWV braking). So not all input quantities become a parent, united state variable but it will be formed several state variables, in each of which summarized several input variables, which have a similar requirement profile.

The have an influence on the longitudinal dynamics of a vehicle Sizes can be physically different Have units such as masses, speeds, delays, derivatives of delays (jerk), percentages, warning signals and so on. In a preferred embodiment of the invention is therefore intended to keep a conversion unit, which the their sizes in their influence and assigns them a certain weight of a longitudinal deceleration state quantity to be formed. This state variable is in a suitable unit For example, given the negative acceleration, regardless that the underlying inputs can have completely different units. Essential for an optimal design of this new state variable is just that the influences of each input reasonable in terms of all input variables summarized state variable. The Unit of this new state variable may be preferred be the negative acceleration.

Further is provided in a preferred embodiment of the invention, via the conversion unit a weighting or a filtering of the Input variables. The use of the conversion unit is just an example. There may also be other or downstream units such evaluation and processing the input variables.

Input variables which can be formed by the position of the brake pedal, deceleration requirements of ABS, AWV and the like can also be used for the formation of the summary state variable. These variables are usually characterized by the fact that they represent an immediate requirement of 100%, the addressed vehicle components, such as brake system and the like, but react sluggishly so that the 100% requested deceleration is reached late and possibly further built up while the corresponding pedal position or request for an assistance system is already completed. In order here to adapt the practical effect of the moments or accelerations to be built up to the course of the corresponding control signals as input variables, in a further preferred embodiment of the invention it is provided that a time behavior is impressed on step-shaped (setpoint) delay variables. It is thus closed due to the applied control signals at the entrance to the corresponding longitudinal dynamic behavior of the vehicle. Accordingly, the control signal is then deformed by imposing an appropriate timing.

For the freely selectable unit of the state variable the longitudinal delay, possibly at the output the conversion unit is applied, the negative acceleration is preferred selected. In this case is advantageous for determination the braking pressure of the vehicle, the determined longitudinal deceleration to differentiate, since the negative jerk by the derivative of the Delay is formed.

In Another preferred embodiment of the invention is provided, also the input variables by differentiation or differentiation and filtering in advance to jerk sizes to transform, as far as they represent only negative accelerations. These so derived jerk sizes can then preferably together with each other to a common Bremsruckzustandsgröße united as a longitudinal delay change quantity represents.

About that In addition, in a preferred embodiment of the invention, the individual, the longitudinal dynamics descriptive, input variables or the common state variables formed from these modify other input variables, such as driving condition, Loading condition, road conditions and driver activity in terms of brake, steering mode choice (sport, comfort) and the like.

It is advantageous for the preferably downstream Control to be supplied output of the Control one of the manipulated variable of the actuator proportional Size to choose. This avoids that the output of the controller is still over a characteristic field is transformed into the manipulated variable must become.

The Dependent formed of several input variables State variables can with regard to Long delay and the change of the Longitudinal delay (brake pressure) in a further preferred embodiment the invention parallel controls are supplied which then output signals, preferably one of Aktorstellgröße proportional size, in particular a current, include.

Around the variety of setting options too reduce is provided in a preferred embodiment of the invention, the state variables for longitudinal deceleration and change the longitudinal delay (jerk) in a combination unit with each other in a suitable manner Weighting and combining. The result is one common size, in terms of both Input states is representative. The review the two, applied to the inputs signals may be preferred depending on the adjustable sizes "Comfort" and "sport" are carried out, taking for the setting "Sport" the control behavior more on driving safety and low Wheel load fluctuations is aligned.

About that In addition, in a preferred embodiment of the invention, the control output variable or control output variables via modify additional input variables. As additional input variables can while, for example, the energetic road condition or the driving dynamics apply. The driving dynamics, rather comfort-oriented or rather sporty, can be estimated from input signals or from selectable settings of the Be derived driver. The modification of the control output variables may also be preferred in a limitation in the form of minimum and / or maximum values.

Out the input variables or the formed from these Control size can eventually be an information size are formed, which over the longitudinal state informed of the vehicle. This information size can be fed to other control modules of the vehicle in order to achieve that there also the longitudinal dynamic state of the vehicle is taken into account.

It is possible due to the driving condition (comfortable, athletic) to estimate the input variables. These Possibility is preferred to use an extra Conditional evaluation of longitudinal dynamics to achieve, thereby It can be determined whether the vehicle is more comfortable or more optimization wheel load, and therefore safety. This review is then finally fed to other control modules, in which this information is meaningfully evaluated. These modules can preferred for controlling the vertical dynamics, the lateral dynamics or be assigned to the current calculation.

Furthermore, in a preferred embodiment of Invention provides output variables of the control to assign a holding-decay function, by which the editorial inertia of the corresponding components of the vehicle is taken into account with respect to the requesting control signal. This applies, for example, to the deceleration of the vehicle due to a corresponding request signal, in particular the braking process. In this case, it is preferable for the hold-down function to include a component which keeps the input variable over a definable time span and / or decays over a second definable time span (linear, quadratic or according to another mathematical function).

In other words, the invention can be described as follows:
As an extension of the prior art, longitudinal dynamic braking / deceleration state quantities, that is, quantities along the x-axis, are to be used for control.

It It is noted at this point that it is a controller acts as a feedback unit for regulation is needed and it is also not possible Longitudinal delay over a vertically mounted actuator, such as a damper, too regulate.

One or more delay states are determined from a plurality of input variables. The different input variables can be present in completely divergent units, such as a longitudinal acceleration in m / s ² , a brake pressure in bar, an ABS braking (dimensionless), an AWV braking (dimensionless), an AWV warning (dimensionless), a response of the brake light switch BLS (dimensionless), an EPB request in Nm (electronic parking brake operation), an ACC request (braking initiated by the Adaptive Cruise Control System) in m / s ² or a wheel speed in 1 / min and the like. As the state variable is formed, these different quantities are converted to the unit of state quantity. This is advantageously an acceleration, for example m / s ² .

The change of the movement, for example in the form of the delay derivation in m / s ^3, is also essential for the driver's sense as well as for the vehicle movement. In this case, it is possible first to individually differentiate all input variables and to filter them according to need, or first to differentiate and filter the delay state variable. Both variants have advantages and disadvantages. For reasons such as overview, simplicity or computation time, it is recommended to differentiate only the state variable.

at the combination of different input variables In addition to the normalization to the state unit, a weighting can also be used or else a time behavior can be imposed. Thus, for example, set decelerations usually have an acceleration jump on. This would be at a differentiation to an infinity point to lead. Here it is therefore advantageous this size to impose a time behavior, so that an "actual delay" approximates is shown. This state variable can also be changeable, for example depending from the driving speed, the energetic (road) condition, the loading condition or the desired driving dynamics (sporty / comfort-oriented) and the same.

in the Unlike acceleration processes are different Find occurrences of delay signals. On the one hand, there are the delay signals, the sooner a comfort-oriented delay to medium driving requirements cause the delay, such as the brake pressure, the ACC delay or the EPB delay (EPB = Electric parking brake). Then there are longitudinal dynamics signals like the ABS bit or the AWV brake bit, which is a sure sign for a more safety-conscious state. Finally, there are still signals to a future Indicate braking, such as the BLS bit or the AWV warning bit. There is now the possibility of three longitudinal delay state variables according to the different categories and three associated longitudinal delay derivative state quantities with a corresponding number of downstream control controls. On the other hand, all the signals can also only have one longitudinal delay state be summarized. In this case, the lead signals become implemented, for example, in the form of a slight delay and the driving safety-heavy signals as a strong delay (Full braking). Both variants have their advantages. At first can the driving condition are better taken into account, in the latter the application is greatly simplified, as it only the two state variables longitudinal delay and longitudinal delay change. Of course can also take a hybrid form in which, for example, only the safety-relevant signals are treated separately.

In a further embodiment it is possible to determine a total longitudinal dynamic state that can be used as information in other modules. Since there are already two state variables, the longitudinal delay and the longitudinal delay change, it is advisable here first to determine a resulting output control variable from these two input variables and to use this as the information basis. This overall longitudinal dynamic state is particularly advantageous, for example liable in combination with the vertical dynamics control, as this regulates, for example, also on pitch movements. However, this can also be helpful in more safety-oriented aspects of lateral dynamics, so that no undesirable jumps arise between the requirements of longitudinal and transverse dynamics.

Of Furthermore, it is possible based on the state variables to make an assessment of how far the state is comfort-oriented or sporty / safety-oriented. This information can among other things, for a downstream control variable selection the different controllers (such as vertical dynamics, lateral dynamics, Longitudinal dynamics, end positions and the like) for determination serve, which module is switched through with what proportion.

In, downstream of the state variable calculation, Control elements is advantageously once according to the Longitudinal deceleration state variable and, for example, parallel to the longitudinal delay derivative state quantity controlled.

In a combiner it is possible both outputs to connect with each other. This can vary widely Shape (such as max formation, min formation, and the like) are done, too depending on whether it is a more comfort-oriented or a sport / safety oriented state. It is not directly necessary to integrate a combiner at this point, but it can only be a summary of all controller requirements done in a downstream controller module. Advantageous when using of a combiner, however, is that a state quantity can be found for the longitudinal state, the through the controller output of the combiner is defined.

Especially advantageous to the mentioned procedure, first all input variables consists of (two) state variables in that the control and the formation of the control input largely decoupled. A normalization of the input variables on the unit of the state quantity takes place in the Usually only once and can also be largely outside the Vehicle to be determined. When applied in a vehicle then only the control for the state variables has to be done be matched.

There the vehicle dynamics resulting from the longitudinal dynamics build up more slowly, it is beneficial to choose either the input or the output variables of the controller in time to subside. In general, it is cheaper, the Main output to keep and then subside to let, because such a steady course is ensured. Depending on Parameter application or combination of the different ones State outputs can be at a Hold-down the input jumps occur, which are rather undesirable.

The Decay itself is advantageously made of a holding part and a Abklingteil together, the latter being linear, square or similar. As a starting point the longitudinal dynamic control is recommended a size that directly proportional to the size of the tax Actuator is, so for example, the damper current.

In Another expression is the resulting longitudinal dynamic Control output variable or but correctable over other state variables be, for example, depending on the energetic (Road) condition and / or the desired Driving dynamics (sporty / comfort-oriented, button selection) and the like.

There Wheel load fluctuations directly from the actuator (damper) force dependent, which in turn is a consequence of the manipulated variable, For example, of the current, the dependence should be on energetic states or the desired driving dynamics At the end of the control, there is a decoupling of these influencing variables given by the application parameters of the controller. These Correction can for example also take the form that the Control variables in their minimum and / or maximum value by limits these additional state variables become. This is especially recommended for driving safety Maneuvers, such as an ABS or a full braking, because so For example, under- or over-damping avoided can be.

In The longitudinal dynamics can be of a completely different type State variables instead of in a longitudinal dynamics control also as pre-tax input, for example be used for vertical dynamics regulations. in this connection For example, it is preferable to set the longitudinal delay derivative state quantity to use in a pitch controller because the delay change significantly affects the pitching process. The longitudinal delay state quantity can be found in a wheel load controller.

The object is further achieved by a system for influencing the movement of a controllable in his movements or controllable vehicle body of a motor vehicle having the features mentioned in claim 26. Characterized in that the damper controller comprises at least one module by means of which at least one control signal for the actuators can be generated from the sensor signals taking into account a longitudinal delay state and a longitudinal delay derivative state by means of state-dependent control algorithms, is advantageously possible, the damper controller build modular and integrate existing systems in the vehicle, for example, in a controller, in a simple manner.

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

6 a block diagram of a standard control loop;

7 a block diagram of an extended control loop;

8th a summary of various longitudinal dynamic inputs to the longitudinal delay state quantity x_verzög;

9 a summary of different longitudinal dynamic input variables to a plurality of longitudinal delay state variables x_verzög1 / 2/3;

10 a differentiation of the longitudinal delay state quantity x_delay to the longitudinal delay derivative state variable x_verzabl;

11 a summary (exemplary) of various longitudinal dynamic inputs to the longitudinal delay derivative state quantity x_verzabl;

12 an open loop control of the longitudinal dynamics state quantities;

13 a further evaluation of the control output variables to a resulting control output variable i_längs and the longitudinal dynamic state output variable;

14 a vertical dynamics controller with a correction over the longitudinal dynamics state and

15 a vertical dynamics controller with a combination of input variables.

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 also includes a control unit 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 wheel acceleration sensors.

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.

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.

5 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 function modules are in a damper controller, preferably the controller 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 6 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 It is determined how the control system responds 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 7 is a more detailed representation of the control loop according to 6 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.

8th shows an input unit 100 whose inputs are supplied with a series of input variables having different physical units. Thus, p is the brake pressure in bar, the signal of the brake light switch BLS is dimensionless, while a_EPB and a_ACC are the (negative) longitudinal acceleration of the vehicle or a request for (negative) acceleration by ACC. Negative accelerations are meant here in terms of delays. The request a_EPB can also be a torque in Newton meters. The mentioned input variables are in the unit converter 102 each converted into the same unit, in particular a (negative) acceleration or deceleration and by subsequent filters 104 separated from unrelated signal parts, so that they in a purified form a combiner 106 can be supplied. In the combiner 106 the signals are weighted with respect to their effect and then combined to form a total signal x_verzög, which represents a negative acceleration signal or a delay signal.

In 9 Each of several input variables, depending on their requirement for delay ordered summarized. In this case, the signals p, a_ACC and a_EPB can be regarded as signals which request a customary delay and thus represent the standard with regard to the delays. The signals ABS and AWV_brems require considerable braking forces or deceleration forces, so that the safety of the vehicle and not the comfort should be emphasized when these signals are effective. The output from the brake light switch BLS signal and AWV'_warn leave shortly a he expect considerable delay request so that the dynamics control of the setup can be prepared for this. The three groups of signals thus formed each become as related to 8th described, treated, so in the combiner 106 three delay state variables x_verzög1, x_verzög2, x_verzög3 are formed, which represent different state characteristics and have a different influence on the downstream control.

10 shows the basic possibility to derive the delay change signal (jerk signal) x_verzabl from the delay signal x_verzög, resulting in differentiation in the differentiator 108 happens. In the filter 110 the signal is still adjusted or changed in amplitude and phase, if appropriate.

In 11 will that be related to 10 presented scheme according to the input signals 8th applied. After filtering for in 8th analog filtering in the differentiators 112 differentiated signals, the signals described will eventually turn a combiner 106 supplied in which they are weighted according to their importance for the control process and combined into a common signal x_verzabl. The output signals x_verzög and x_verzabl the combiner 106 form the important for the subsequent control state variables.

In 11 the input signals did not match 9 divided into groups. Of course, this distribution with respect to the derivation of the deceleration signals (brake pressure) is possible and is within the scope of the present invention, if this brings advantages for optimizing the bodywork control of a vehicle.

In 12 is shown as the last-mentioned state variables x_verzög according to 8th and x_verzabl according to 10 and 11 in a corrector 96 can be modified by other input variables to influence these variables on the subsequent controls 116 to make effective. This may be, for example, the driving condition (longitudinal / lateral dynamics) driving, the loading condition Bel, the road condition Str or the driver's activity (throttle, brake, steering) act. In 12 can be seen how the state variables x_verzög and x_verzabl by the corrector 114 be converted into the corrected state variables x_verzög * and x_verzabl *, while the two controllers 116 transform the corrected state variables into control variables i_delay and i_verzabl which, as in the present example, are currents.

In 13 For example, it was assumed that two groups each according to the scheme according to 9 was formed, resulting in each case two state variables, according to 12 if necessary corrected ( 114 ) and in a respective controller 116 were processed to i_verzög1, i_verzög2, or i_verzabl1, iverzabl2.

The control variables i_verzög1, i_verzög2, or i_verzabl1, iverzabl2 can be used accordingly 13 in a combiner 106 are combined to the combined signals i_verzög or i_verzabl in a suitable weighting and the thus obtained combined signals can in Abklinggliedern 118 be converted to the signals i_verzög * or i_verzabl * so that they take into account the actual reactions of the vehicle to the requesting control variables. In principle, it is a question of the vehicle following the demands for deceleration, for example by the operation of the brake pedal or by ACC, only with great delay. Also, the multiple jump-like requirement would lead to infinity points in differentiating the acceleration signals that should be avoided. The differentiation is necessary to get from the delay signal to the derivative of the delay signal (brake pressure signal).

In 13 is still a corrector 114 on, which takes the correction signals Energ and Mode, where Energ takes into account the energy absorbed by the bodies of the vehicle to be controlled in their movement (for example, body, wheel) by the influence of the road, while the signal mode is that of the driver preferred mode of control (comfortable, sporty), which can either be set by the driver or recognized by the control system based on measurements. At the exit of the corrector 114 Finally, there are the signals i_verzög ** or i_verzabl **, which in a second combiner 120 to a control output variable i_längs and a state output variable x_längs be transformed. The control output variable can serve to control a downstream, preferably longitudinal dynamics regulating, while the state output variable for purposes of precontrol or correction in another control system can serve, for example, to control the vertical dynamics or lateral dynamics.

14 shows the possibility to introduce into the vertical control corrections that take into account the longitudinal dynamics of the vehicle. Here is the vertical controller 84 a correction element 122 upstream. Usually, the vertical controller 84 is driven by a signal vAufbau_ges, which includes the speeds of the structure, for example at the four corners of the structure. These signals are converted by the vertical controller 84 in a manipulated variable i_Dämpfer, with which, depending on the body speed, the vertical movement of the body is controlled. It has already been described at the outset that during processes of longitudinal dynamics, such as, for example, accelerating or braking, the distribution of the wheel load changes, so that the vehicle makes a pitching motion. This pitching motion manifests itself in divergent vertical movements of the corner points of the front axle relative to the corner points of the rear axle. If now these pitching movements are to be avoided due to the longitudinal dynamics, then it makes sense to correct the measured body speeds vAufbau_ges accordingly in order to be able to counteract the pitching motion. To make this possible, the correction term 122 the signal x_längsdyn supplied, whereby the input signal of the body speed vAufbau_ges changes in v * Aufbau_ges. This modified build speed now also takes into account longitudinal dynamics and becomes the vertical effective controller 84 fed. The signal x_längsdyn, for example, by the signal x_längs in 13 be formed.

In 15 the signal VAufbau_ges (see also 14 ) in conjunction with the signal x_längs_verz, which, for example, the output signal in 8th can correspond to a combiner 124 which converts the two signals to a modified combined build speed signal V * Build_ges according to the influence of the input signals. The output signal of the combiner 124 goes to the vertical slider 84 given, with the output signal i_Dämpfer a damper can be controlled.

The in the figures respectively shown currents with i_delay, i_verzabl and i_längs and the like can both Represent individual signals as well as vectors. Overall result from a longitudinal control usually four control variables, for example in the form of streams, respectively for the dampers front left, front right, rear left and back right.

There the dampers on the front and rear usually relatively clearly in their characteristics and their power range from each other distinguish, the currents for the axes each applied differently from each other and also calculated. Accordingly, usually arise parallel control units for the front and rear axle. However, this is known as provided.

The The invention thus relates to a method or a control system component for controlling actuators, preferably vehicle shock absorbers, wherein longitudinal dynamic state variables, such as the longitudinal deceleration state (x_delay) and the longitudinal delay derivative state (x_delay), as control input quantities Usage Find.

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

main emphasis

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

input unit

102

Units Conversion

104

filter

106

combiners

108

differentiator

110

filter

112

differentiator

114

corrector

116

controls

118

Abklingglieder

120

combiners

122

correction term

124

combiners

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]
• DE 102005040907 A1 [0009]

Claims (27)

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 motion of the vehicle body being sensed, the sensor signals corresponding to the determined sensor values being fed to a damper controller and the damper controller at least one 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 at least one longitudinal delay state and at least one Längserzögerungsableitzustandes the vehicle by means of state-dependent control algorithms, the at least one control signal for driving the actuators is determined. Method according to claim 1, characterized in that that for determining the state variables (x_delay, x_verzabl) longitudinal dynamic input variables Use, in particular the longitudinal acceleration (a), the brake pressure (p), the brake light switch position (BLS), the EPB request (a_EPB), the ACC request (a_ACC), the AWV warning (AWV_warn), the AWV braking (AWV_brems) and / or the wheel speed. Method according to claim 1, characterized in that that several, in particular two or three, Längsverzögerungszustandgrößen (x_delay1, x_delay2, x_delay3) and corresponding to longitudinal delay derivative quantities (x_verzabl) are used, each with different state characteristics represent how signals with braking probability (for example BLS or AWV warning), signals with "standard" delay (brake pressure, EPB delay, ACC delay) or signals with safety-conscious delay (such as ABS bit, AWV braking). Method according to one of the preceding claims, characterized in that the longitudinally dynamic input variables (p, AWV_brems, a_ACC, a_EPB, BLS, AWV_brems) converted into a selectable unit of the longitudinal deceleration state variable (s), in particular in an acceleration unit such as m / s ² , are converted , Method according to one of the preceding claims, characterized in that a weighting and / or filtering of Input variables (p, AWV_brems, a_ACC, a_EPB, BLS, AWV_brems). Method according to claim 5, characterized in that that jump-shaped (nominal) delay quantities a time behavior is imposed. Method according to one of the preceding claims, characterized in that the modified longitudinal delay input quantities (p, AWV_brems, a_ACC, a_EPB, BLS, AWV_brems) in a combination unit to at least one longitudinal delay state quantity (x_delay1, x_delay2, x_delay3) be summarized. Method according to claim 7, characterized in that that the at least one delay state quantity (x_delay1, x_delay2, x_delay3) via Differentiation or differentiation and filtering at least a longitudinal delay derivative amount (x_verzabl) is generated. Method according to one of the preceding claims, characterized in that from the delay input quantities (p, AWV_brems, a_ACC, a_EPB, BLS, AWV_brems) about differentiation or differentiation and filtering delay change quantities (x_verzabl) are generated. Method according to claim 9, characterized that the longitudinal delay change quantities Weighted (x_delay) in one or more units, filtered and / or combined. Method according to one of the preceding claims, characterized in that the longitudinal dynamics input variables or the longitudinal dynamic state variables (i_delay, i_delay) via further input variables, in particular driving condition (lateral dynamics), load condition, road condition, driver activity (Brake, steering, mode selection) and the like can be modified. Method according to one of the preceding claims, characterized in that as a control output (i_delay, i_delay) one of the Aktorstellgröße proportional size, in particular a current results. Method according to one of the preceding claims, characterized in that the existing longitudinal delay states (x_delay) and the existing longitudinal delay change states (x_verzabl) are used in parallel controls. Method according to one of the preceding claims, characterized in that the output variables from the longitudinal delay (x_verzög) and longitudinal delay change modules (x_verzabl) combined with each other become. Method according to claim 14, characterized in that that the combination depends on the condition comfort / sport (Relative driving safety or low Radlastschwankung) takes place. Method according to one of the preceding claims, characterized in that the at least one control output (i_delay, i_delay) for more sizes (Fahr, Bel, Akt, Str), in particular the energetic (road) state (Energ), the driving dynamics (rather comfort-oriented or rather sporty) or the mode selection (Mod, for example, button position of the damper control), be modified. Method according to claim 16, characterized in that that the modification also in a limitation of the control variable range, especially in the form of minimum and / or maximum limits. Method according to one of the preceding claims, characterized in that additionally a longitudinal state information size (x_längs) from the control output (i_delay, i_delay) or from the state variables (x_delay, x_delay) for use in others Control modules is generated. Method according to one of the preceding claims, characterized in that additionally a longitudinally dynamic Condition assessment is done, in particular an evaluation whether it is is more about a condition that requires comfort considerations or a condition requiring wheel load optimization considerations, and this rating is used in other control modules. A method according to claim 18 and / or 19, characterized characterized in that the sizes in particular in the vertical dynamics control, the lateral dynamics control and / or the Current calculation unit find input. Method according to one of the preceding claims, characterized in that in addition a holding-decay function with the output variables from the control of the longitudinal delay and the longitudinal delay change state quantity or the combined output or the longitudinal dynamic input variables or the longitudinal delay and the longitudinal delay change input is used. Method according to claim 21, characterized that the hold-down function includes a portion that exceeds the input holds and / or over a definable period of time decays a second definable time span (linear, square or according to another mathematical function). Method according to claim 22, characterized in that that the holding-decay function before the correction of at least a control output is arranged. Method according to one of the preceding claims, characterized in that the longitudinal delay change state quantity (x_songs_verz) as input for pitch control is used. Method according to one of the preceding claims, characterized in that the longitudinal delay state quantity (x_längs_verz) as input for a wheel load control is used. 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 controller, 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 controller at least a module comprises, by means of which the sensor signals taking into account at least one longitudinal delay state and at least one longitudinal delay derivative state at least one control signal for the actuators can be generated is. 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 26.