DE102008053008A1 - Method and system for influencing the movement of a controllable in his movements vehicle structure of a motor vehicle and vehicle - Google Patents

Abstract

The invention relates to a method for generating signals for influencing the movement of a controllable or controllable in his movements vehicle body of a motor vehicle, wherein sensorically the movement of the vehicle body is determined, the sensor values determined corresponding sensor signals are supplied to a damper controller and the damper controller at least one control signal for Actuation of actuators, in particular semi-active or active dampers, provides, by means of which the movement of the vehicle body can be influenced. It is provided that a transverse dynamic sum signal is determined from the sensor signals, taking into account at least two instantaneous and / or expected transverse dynamics signals in dependence on selectable requirements for the movement of the vehicle body and driving safety requirements, and the at least one control signal for actuating the actuators is determined by means of state-dependent control algorithms.

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.

The Suspension of a vehicle transmits occurring Forces between the roadway and the vehicle body, leaving him the central importance in terms of driving dynamics coincides. It is therefore significantly responsible for the driving characteristics and determines significantly the ride comfort as well the driving safety. Consequently, attempts are made by constructive measures and by additional components the system behavior on to improve. This results from the purely mechanical spring and damper system through the mechatronic integration of actuators, sensors and information processing an active or semi-active chassis.

There Motor vehicles are not tied to a lane they were kept by the driver on the specified course determined by him become. It should therefore affect the vehicle acting disturbances, such as for example, wind forces, no or only possible cause small course deviations. It is thus a high intrinsic stability of the controllable as a controlled system vehicle requires. Continue to the achievable cornering speeds and lateral accelerations be high in terms of driving safety and driving performance. The means, it is a high stability reserve of Control system vehicle desired. Looking at the driver as a controller of a control loop and the vehicle as a controlled system, this is the manipulated variable when considering the vehicle lateral dynamics in particular, the steering angle and the deviation from the driver perceived as the difference between the target price and the actual price. With In other words, the vehicle should have a good self-steering behavior.

Under The self-steering behavior of a vehicle is understood as course changes without an intervention of the driver, for example through crosswinds or Centrifugal forces during cornering. Increases by the self-steering behavior of the driven curve radius, so speaks one from understeer, while reducing the turning radius from oversteer. If the self-steering behavior causes no change in course, behaves like this the vehicle is neutral.

Transverse dynamic changes of movement have a comfort effect on the one hand, that rolling movements can occur. On the other hand, there is usually the requirement that in these driving dynamic processes the lowest possible optimized Radlastverteilung occurs with low wheel load fluctuation and so optimal contact of the tires of a vehicle is given to the road. This not only gives the driver a good driving dynamics behavior of the vehicle, but it can also better transmit forces. This is especially important in safety-critical maneuvers, such as a violent evasive maneuver. The objective should be that the result is a harmonious sequence of movements which also gives a subjectively as safe as possible driving experience.

For this are from the prior art control systems for regulating the Lateral acceleration and models for determining lateral acceleration known.

at ESP (Electronic Stability Program) is concerned a driver assistance system to increase safety a car. Tried by targeted braking individual wheels the system to prevent a skidding of the vehicle in the border area and to give the driver control over the vehicle. The ESP prevents by targeted automatic braking of individual wheels both oversteer and understeer one Vehicle.

In order to the ESP can react to critical driving situations, compares the system permanently the driver's request with the driving condition. A steering angle sensor provides the driver's request regarding the direction of travel. Engine management, ABS speed sensors and yaw rate sensor (yaw rate, lateral acceleration) provide the signals for the interpretation of the vehicle behavior. When a significant deviation of the calculated driving condition from the driver's request is detected, the system intervenes. An oversteer is slowed down by braking the outside front wheel, an understeer, however, by braking the inside rear wheel corrected. Thus, directly the self-steering behavior of the vehicle affected.

For The ESP is usually a sensor cluster is used, the yaw rate sensor measures the rotation about the vertical axis (z-axis) and the lateral acceleration sensor the acceleration along the y-axis.

Also known is the single-track model, which is also used in some control devices. It is a simplified model for describing the steering behavior and describes the reactions of vehicles to steering movements. The following assumptions are made: the driving speed is assumed to be constant, that is, there is no acceleration in the vehicle longitudinal direction. There are two degrees of freedom, the yaw and the swimming movement. There is only a slight rolling motion, which means that there is no serious difference in wheel load between the inner and outer wheel of an axle. There are only minimal lifting and pitching motion; thus, constant wheel loads are applied to the front and rear axles. The wheel contact points on which the lateral forces of the tires required for the course maintenance attack are summarized axle by axle in the middle of the vehicle. There are only small steering and slip angles as well as linearized lateral force characteristics on the tires. The tire runs and restoring moments due to the slip angles are neglected. There are no circumferential forces on the tires. The condition that the vehicle speed is constant requires longitudinal forces, which, however, can be neglected at small steering angles. The validity of single-track models applies only to dry lanes and acting lateral accelerations below 0.5g ≈ 5 m / s ² . Approximately up to this limit, the relationship between tire side force and skew can be considered linear.

It is also possible, simplified structures of this one-track model to use. For example, those that do not consider a slip angle.

In spite of All these limitations are shown by the simple models usually a very good match with measured sizes as long as the vehicle movement is due to a steering angle and the vehicle does not move on its own. These Models are also used in control units. In the For example, ESP control turns the one-track model into a yaw rate determined and compared with the measured yaw rate, so to detect understeer or oversteer of the vehicle. Here, the calculated yaw rate over time is delayed adapted to the measured yaw rate.

was standing the technology for damper control systems is individual variables such as the lateral acceleration or to use their derivative for a lateral dynamics control. Such a small number of input variables usually does not provide sufficient information about the current process of lateral acceleration. But are more inputs used to determine the current lateral acceleration, so be in the known control method also correspondingly more control loops needed, which are elaborate and a comparatively need long computing time.

A disadvantage of the lateral acceleration regulating known control systems is not only that very few or only one input variable are taken into account, but additionally only variables which detect the movement relatively late in time. The vehicle must first move transversely before a controller reaction can take place.

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 transverse dynamic states is possible.

According to the invention This object is achieved by a method having the features mentioned in claim 1 solved. As a result, taking into account the sensor signals of at least two current and / or expected lateral dynamics signals depending on selectable requirements the movement of vehicle construction and driving safety requirements a transverse dynamic sum signal is determined and by means of state-dependent control algorithms the at least one control signal for controlling the actuators is advantageously possible, ride comfort and Driving dynamics on the one hand and driving safety on the other hand by the special integration of the cross-state-dependent control algorithms optimally take into account. By consideration the current and / or expected lateral dynamics signals in providing the Control signals for the actuators, that is at the adjustment of the damping of the movement of the vehicle body, is next to the comfort requirements of a vehicle driver also the lateral dynamic driving conditions of the vehicle in particular also taking into account safety-critical conditions Taken into account.

there Altogether, the following points are specifically taken into account. It should be determined a lateral acceleration signal, which both forward-looking the most likely anticipated future lateral acceleration, which also has a very harmonious structure. In this Particular attention is paid to the composition of the lateral acceleration signal focused from the single signals.

In this regard, Furthermore, it is particularly an adequate structure of the transverse pressure signal to enable.

Further occurs in lateral dynamic maneuvers usually the phenomenon on that a driver steers back much faster than into a maneuver. This should be in a scheme be considered accordingly. The goal is that yourself despite a faster return, the same lateral dynamic behavior results as when turning.

The different transverse dynamics signals can also do so used to enable evaluations. This can on the one hand be used to correct the signals themselves or to check their validity. Further states can be determined as the under / oversteer tendency or the combination of the travel / direction of rotation or the Probability of ESP intervention and the like. These states may be used in the regulation below or but serve to weight modules or the like.

The Task is further by a system for influencing the movement one in his movements controllable or controllable Vehicle body of a motor vehicle with the mentioned in claim 13 Characteristics solved. Because of the damper regulator or a control module comprises, by means of which the sensor signals taking into account at least two momentary and / or expected transverse dynamics signals, depending on of selectable requirements for the movement of the vehicle body and driving safety requirements, a cross dynamic sum signal can be determined is and that at least one control signal for the actuators can be generated, is advantageously possible, the damper controller modular and in-vehicle systems, for example into a control unit, in a simple way to integrate.

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 calculation of the lateral acceleration variables including error and validity correction unit;

9 Weighting, combining, regulating and correcting the lateral acceleration quantities;

10 a calculation of the lateral pressure including filter differentiating unit and Rücklenkreduziereinheit and a subsequent controller unit;

11 a calculation of with and without back steering and

12 a transverse dynamics evaluation device, for example for model validations, corrections and assessments and the like.

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

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

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

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

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

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

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 measured by the acceleration sensors Be accelerations can be calculated 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 results in a manipulated variable, which 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 electrohydraulic 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.

following is based on the inventive determination of the cross dynamic sum signal discussed in more detail. In general, many requirements a transverse dynamic signal provided, for example, to a lateral dynamics control used with semi-active dampers. For one thing the signal is available as early as possible, if possible before the actual beginning of the vehicle movement. In this regard, are variables such as the steering angle or the wheel position to be used, which are fed into a corresponding model. Thus, already at the initiation of the movement an expected Signal to be estimated. It should be noted that the observers or estimators have only limited validity, for example due to linearizations and other simplifications only up to certain lateral dynamics limits. Once the movement is built up once it can be from sensors such as a yaw rate sensor and / or a Transverse acceleration sensor are measured and continue to be used become. But even these signals have certain validity limits or restrictions. For example, the yaw rate signal shows when reversing exactly opposite Sign. The lateral acceleration signal is often very noisy and only available relatively late.

A lateral acceleration signal is to be determined which, both in a forward-looking manner, takes into account the future lateral acceleration which is likely to be expected, but which also has a very harmonic structure. In this regard, particular attention is focused on the composition of the lateral acceleration sum signal from the individual signals. In this regard, furthermore, it is particularly possible to enable an adequate construction of the transverse pressure signal. In addition to a corresponding calculation of the signals, corrections, for example with regard to the validity or limits of the signals, are therefore also required, as is shown in FIG 8th is shown.

8th shows in a block diagram the preprocessing of the signals. A steering angle signal wL, a yaw rate signal dwg, and a lateral acceleration signal aq each become a filter 100 . 102 respectively 104 fed. By simultaneously linking with a speed signal vFzg is via a model 108 respectively 110 the transverse dynamic signal aq_lenk is determined from the steering angle signal dL and the transverse dynamic signal aq_gier is determined from the yaw rate signal. The transverse dynamics signals aq_lenk, aq_gier and aq_mess are transmitted via correction modules 112 . 114 respectively 116 checked for validity of compliance with specified limits. For this purpose, appropriate validity signals 118 the correction modules 112 . 114 respectively 116 fed. The determined corrected lateral acceleration signals aq_lenk *, aq_gier *, aq_mess * are then, as 9 is summarized to a lateral acceleration sum signal aq_ges.

From the individual signals, a common lateral acceleration sum signal is now expediently formed. For this purpose, in particular the weighting and the combination unit are made 9 of highest importance. Here are two steps to distinguish:
On the one hand, the signals can be used for an internal correction of the other signals. For example, it is conceivable that at low values the very noisy signal aq_mess is corrected via aq_gier. Or it is conceivable that upper values of aq_lenk or aq_gier are limited or corrected via aq_mess. Furthermore, the error or validity signals can also 118 lead to a shutdown or a correction.

9 shows how the transverse slip signals aq_lenk *, aq_gier * and aq_mess * over Weighting modules 120 can be linked together.

It is also conceivable in a particularly advantageous embodiment, for example, that the model validity is improved by a feedback. The estimated signal aq_lenk is available early, the measured signals aq_gier and aq_mess later. About suitable filters 102 However, it is now possible to delay the signal aq_lenk so far that it can be compared directly with the measured signals. A deviation of the estimated and the measured signals can now be attributed as a correction or improvement of the estimate. It is also conceivable to specify a validity state variable for the observer, which is based on a comparison of the estimated and the measured variables and which indicates the validity of the observer in the corresponding driving situation under the given conditions. This validity variable can also be used for correction. Overall, stay in this correction module 112 receive the individual signals, but their scopes are greatly improved.

In a subsequent step, the weighted individual signals aq_lenk **, aq_gier ** and aq_mess ** are combined to form a total signal aq-ges. This can be done using a wide variety of mathematical methods in a combination unit 122 respectively. It is particularly advantageous here to realize control requirements directly. For example, it is advantageous to generate a signal with the earliest possible response and a subsequent harmonic waveform. In this regard, it is usually necessary to let the individual signals appropriately merge into one another or to combine them with each other. The acceleration signal should also be present until the movement stops. Particularly important is the signal summary for a subsequent calculation of the lateral pressure. This variable should not be significantly disturbed by the transitions of the individual signals with each other, but essentially each indicate the beginning of an event or a change, and this as accurately as possible in terms of amplitude and phase.

in principle It is possible to combine these two steps in one unit to combine with each other or, for example, the validity of the signals in the summary or similar.

An example, subsequent regulation of the lateral acceleration, for example, taking into account further states is in 9 shown. So the total signal aq_ges becomes the controller 92 fed. As states, for example, a driving state driving, a loading state Bel, a road state Str and driver activities Akt. It is generated by the controller directly a control current i_aq for controlling the damper. The control current i_aq is preferably via a correction element 124 corrected with a mode (comfort, sport, normal) and an energy state Energ, so that the control current i_aq * is available.

at the determination of a lateral pressure and a regulation based thereon there are more points to consider. A steering process usually consists of a single and a return operation. These two processes should form a unity, which also in the formation of the tax size should be apparent. However, most drivers lead a Rücklenkvorgang much faster than that Einlenkvorgang. This leads in particular when the transverse pressure to that this is much higher in the return and correspondingly leads to a higher requirement. This creates an inharmonious process of the control variable. This can be prevented by doing the return operation detected accordingly and then considered in subsequent units. This can, for example, cause the transverse pressure during Redirection is reduced by a factor x. It is too possible to influence the tax trend.

A possible integration of such a Rücklenkreduziermoduls 126 is in 10 A conceivable sequence for calculating a return is shown in FIG 11 shown in a flow chart.

Another advantageous use of the different lateral acceleration variables is in 12 shown. By comparing the signals with each other, validity ranges or corrections or the like can be calculated as well as possible states can be estimated. This can be for example under / oversteer, reverse drive or an ESP intervention. The corresponding estimator 132 can filter out 128 , Models 130 or other mathematical relationships.

at For example, reversing is different the sign of aq_gier and of aq_mess. An ESP intervention is probably, if aq_gier has changes that aq_mess does not follow.

A parallel transverse dynamics ESP control could do so for example, not just working with the ESP information, but already with the probability flag for an ESP intervention. Likewise, according to the over / understeer tendency adjust the control tendency in the lateral dynamics control.

A large deviation from aq_lenk and aq_mess indicate a Maneuvers in a more safety-driving area. This information can also be used further, for example in the form that bands are to be kept, which over under dampen prevent.

The The invention thus relates to a method for generating signals to influence the movement of one in his movements controllable or controllable vehicle body of a motor vehicle, wherein sensorially the movement of the vehicle body relative to at least three wheels of the motor vehicle and the vertical acceleration of the vehicle body is determined, the determined sensor values corresponding sensor signals are a damper controller supplied and the damper controller at least one Control signal for controlling actuators, in particular semi-active or active dampers, provides, by means of which the movement the vehicle body can be influenced, by means of the damper controller from the sensor signals taking into account instantaneous and / or expected states in dependence of selectable requirements for the movement of the vehicle body and driving safety requirements by means of condition-dependent Control algorithms that at least one control signal for driving the actuators is determined.

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

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

filter

102

filter

104

filter

108

model

110

model

112

correction module

114

correction module

116

correction module

118

valid signals

120

Weighting modules

122

combination unit

124

correction term

126

Rücklenkreduziermodul

128

filter

130

model

132

valuer

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• - DE 3918735 A1 [0002]

Claims (14)

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, whereby the motion of the vehicle body is sensed, the sensor signals corresponding to the determined sensor values are fed to a damper controller and the damper controller receives at least one control signal for activating 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 from the sensor signals taking into account at least two current and / or expected transverse dynamics signals in response to selectable requirements for the movement of the vehicle body and driving safety requirements a transverse dynamic sum signal is determined and the at least one control signal for controlling the actuators is determined by means of state-dependent control algorithms. Method according to claim 1, characterized in that that a lateral dynamic sum signal that gives a lead with a harmonic Signal waveform combined, is generated. Method according to one of the preceding claims, characterized in that the requirements such as derivative and harmony by a non-linear correction and combination of the at least two Transverse dynamic signals between each other, the combination of a knowledge of areas of validity, faults, Time behavior and so on, the individual transverse dynamics signals influenced becomes. Method according to one of the preceding claims, characterized in that as transverse dynamic signals in particular a steering angle signal, a vehicle speed signal, a yaw rate signal, and a lateral acceleration signal or equivalents these signals are used. Method according to one of the preceding claims, characterized in that different driver actions in particular different steering in a lateral dynamics maneuver be determined and weighted to a harmonious course of To generate controlled variable. Method according to claim 5, characterized in that that steering back by a directional or Sign comparison of a lateral pressure and the lateral acceleration determined becomes. Method according to one of the preceding claims, characterized in that in one or more evaluation units a comparison of the individual signals (aq_lenk, aq_gier, aq_mess) is performed and the results as a correction or weighting in others Regulator modules are used. Method according to one of the preceding claims, characterized in that the observer quality by a Repatriation of a comparison between estimated and measured sizes is increased. Method according to claim 7, characterized in that that is a comparison of the signals in a correction and / or combination unit considered or integrated. Method according to one of the preceding claims, characterized in that states such as reverse, ESP intervention probability, under / oversteering determined become. Method according to claim 10, characterized in that that the state is under or oversteer in a subsequent Steuertendenzmodul is taken into account. Method according to claim 10, characterized in that that the state ESP intervention probability in a subsequent ESP module is taken into account. 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 or a Control unit comprises modules, by means of which from the sensor signals taking into account at least two current and / or expected transverse dynamics signals, depending on selectable Requirements for the movement of the vehicle body and driving safety requirements, a transverse dynamic sum signal can be determined and that at least a control signal for the actuators can be generated. 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 13.