EP0434787A1 - Regulation du chassis avec circuit d'adaptation a element de reglage - Google Patents

Regulation du chassis avec circuit d'adaptation a element de reglage

Info

Publication number
EP0434787A1
EP0434787A1 EP19900908461 EP90908461A EP0434787A1 EP 0434787 A1 EP0434787 A1 EP 0434787A1 EP 19900908461 EP19900908461 EP 19900908461 EP 90908461 A EP90908461 A EP 90908461A EP 0434787 A1 EP0434787 A1 EP 0434787A1
Authority
EP
European Patent Office
Prior art keywords
damper
flow
control
controller
medium
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19900908461
Other languages
German (de)
English (en)
Inventor
Roland Kasper
Michael Panther
Karl Jaeker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0434787A1 publication Critical patent/EP0434787A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/102—Acceleration; Deceleration vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/518—Pressure in suspension unit in damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/104—Damping action or damper continuous
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/14—Differentiating means, i.e. differential control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/16—Integrating means, i.e. integral control

Definitions

  • the invention relates to a device and a method for chassis control of vehicles, in particular passenger and commercial vehicles, with sensors that detect the driving state and whose data are fed to a controller that controls a semi-active damper that is connected in parallel to a spring arrangement.
  • the aim of a chassis control of vehicles is to carry out a chassis adjustment in such a way that both a high level of comfort and a high level of driving safety are provided.
  • Comfort and driving safety are opposed to each other because comfort requires a soft damper characteristic of the damper provided on the chassis, which is connected in parallel with a spring arrangement, and on the other hand a tight chassis tuning, ie a hard damper characteristics, must be used for high driving safety.
  • the so-called passive damper has a piston-cylinder arrangement, the piston dividing the cylinder space into two cylinder chambers which are filled with a flow medium. A displacement movement of the piston is braked by the medium which is displaced by it and passes through a constant flow cross section.
  • the so-called semi-active dampers which are constructed similarly to the passive dampers, it is also possible to vary the flow cross-section of the communicating cylinder chambers. In this respect, the damper force can be adjusted. The setting can be from a soft to a hard damper characteristic.
  • so-called active dampers are known in which the two cylinder chambers can be actively pressurized. This requires a significantly higher energy expenditure than the semi-active dampers, since a corresponding pressure build-up must be carried out. With semi-active dampers on the other hand, only the energy for adjusting the flow cross section has to be applied.
  • controller design and optimization methods are used to develop and design a chassis control.
  • these known methods only apply to linear systems. If active actuators (dampers) are used in the chassis control, a high, constant system pressure is generally generated so that the pressure medium flow is linearly dependent on the control voltage supplied by the controller, since the metering valves for the pressure medium have a linear relationship between the control voltage and have their opening cross-section. If semi-active dampers are used, there is no system pressure. In addition to the controlled cross-section of the throttle, the pressure medium flow also depends on the differential pressure between the two cylinder chambers of the damper. Overall, this results in a nonlinear system component, so that the controller design and optimization methods that can only be used for linear systems cannot be used.
  • the device according to the invention with the features mentioned in the main claim has the advantage that the known controller design and optimization methods can also be used to design the chassis control when using semi-active dampers. This is possible due to a compensation circuit between the controller and the damper is arranged and which adapts the non-linear control characteristic of the damper to the linear control voltage of the regulator.
  • the design and layout can be carried out like an active system; in addition, only the compensation circuit according to the invention is necessary in the semi-active system.
  • the damper has two cylinder chambers which are separated from one another by a damper piston and which communicate with one another via a throttle cross section which can be controlled by an actuating voltage of the compensation circuit and which are filled with a flow medium relationship
  • V q (u) denotes the total flow coefficient
  • p 1 the pressure of the flow medium in one, first cylinder chamber
  • p 2 the pressure of the flow medium in the other, second cylinder chamber
  • a 2 the piston area with respect to the second cylinder chamber
  • ⁇ F d the change in damper force
  • the total flow coefficient is composed of the sum of a leakage current V q0 independent of the control and a flow coefficient V q1 (u), so that for the volume flow q results:
  • an approach is preferably chosen such that the controllable flow of the pressure medium is proportional to the amount of a variable U 1 to be defined.
  • the variable U 1 is preferably the control voltage of the regulator.
  • the approach is as follows:
  • the maximum volume flow can be determined from equation [5] in that the maximum damper force for the damper force change ⁇ F d and the maximum values "1" are set for the control variables u and U 1 (slide position u and control voltage U 1 ).
  • FIG. 1 shows a two-mass unicycle model of a vehicle provided with semi-active chassis control
  • FIG. 2 shows a block diagram of the control scheme
  • Figure 4 is a diagram showing the non-linearity of the
  • each wheel area of a vehicle provided with chassis control can be modeled as a two-mass unicycle model.
  • the wheel mass m r is coupled to the body mass m a of the vehicle, which is proportional to the wheel area, via a spring arrangement 1 with the spring constant c a .
  • Parallel to the spring arrangement 1 is a semi-active damper 2, the Damping force F d is adjustable via an actuation voltage V d .
  • the elastic parts of the wheel are captured by a spring constant c r .
  • the wheel runs on route 3, the bumps of which are marked with S. These bumps S are related to an inertial system 4.
  • the cycle path is designated x r with respect to the inertial system 4; the relative cycle path x rr lies between the cycle path 3 and the wheel mass m r . Furthermore, the relative spring deflection x ar is formed between the wheel dimensions m r and the body mass m a of the vehicle. The construction mass m a is at a distance x a (construction path) from the inertial system 4.
  • the dynamic driving conditions of the vehicle can be determined by sensors which are arranged both on the vehicle body and on the wheel support part.
  • FIG. 2 shows - as a block diagram - the sensors 5 which are connected to a controller 6 which is connected to the semi-active damper 2 via a compensation circuit 7 according to the invention.
  • the sensor damping force F d , relative deflection x ar , wheel acceleration ⁇ r and body acceleration ⁇ a can be used as input variables for the controller 6.
  • the conversion of path variables into speed variables or acceleration variables and vice versa takes place in a known manner by means of differentiation or integration.
  • FIG. 3 shows the model of the semi-active damper 2.
  • This has a cylinder 8, which is divided into two cylinder chambers 10 and 11 by the piston 9.
  • a gas volume chamber 13 is divided above the cylinder chamber 10 by a separating piston 12.
  • This contains the gas volume V, which stands for the volume compensation under a pressure P gas .
  • the damper 2 is connected to the body of the vehicle via a rubber bearing 14 provided with a spring constant c g .
  • the rubber bearing 14 can run the path x.
  • the upper, first cylinder chamber 10 has the pressure p 1 of a flow medium (e.g. oil).
  • the first cylinder chamber 10 is also assigned the hydraulic capacity C 1 and the piston cross section A 1 of the piston 9.
  • the lower, second cylinder chamber 11 has the pressure p 2 and the hydraulic capacity C 2 .
  • the piston surface with the piston cross section A 2 is assigned to it.
  • the piston 9 has a connecting channel 16 provided with a throttle 15.
  • the throttle opening cross section can be controlled by applying an actuating voltage V d , by means of which the volume flow q of the flow medium passing through the throttle cross section can be changed.
  • a position-controlled magnetic actuation system which can be described by a second-order system, is preferably used for the adjustment of the throttle 15 (cf. the function framed in FIG. 3).
  • the slide position u of the throttle 15 can be adjusted via the magnetic actuating system by means of the actuating voltage V d .
  • the total flow coefficient of the throttle 15 is not linearly dependent on the slide position u.
  • V q (u) V q0 ⁇ V q1 (u).
  • V q0 represents the leakage current coefficient and V q1 the flow coefficient .
  • the controllable flow should accordingly be proportional to the amount of a variable U 1 which has not yet been defined.
  • This variable is the control voltage U 1 (output voltage of the regulator 6).
  • the direction of flow of the flow medium is determined by the direction of the damper force change ⁇ F d .
  • the direction of flow is always in the direction of the momentary damper force change ⁇ F d .
  • the type of nonlinear compensation can now be determined by solving equation [4] for V q1 (u). Then it applies
  • the maximum volume flow can be derived from equation [5] by taking the maximum damper force for the damper force change ⁇ F d and uses its maximum values "1" for the control variables u or U 1 . This leads to the equation
  • Equation [6] is replaced by equation [5] and the damper force change ⁇ F d is replaced by the ska gated relationship ⁇ F dm ⁇ F d .
  • the whole equation is then related to the maximum flow V q1 (1). This leads to the relationship
  • V g0 5.93 e -8 [m 4 / s /
  • V q1 6.46 e -7 [m 4 / s /
  • Equations [3] and [4] apply to the volume flow q of the semi-active system. If an active damper is used instead of the semi-active damper, the following linear relationship should apply to the volume flow q

Landscapes

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

Abstract

L'invention se rapporte à un dispositif pour la régulation du châssis de véhicules, en particulier de voitures particulières et utilitaires, comportant des capteurs détectant l'état de marche, les données desdits capteurs étant amenées à un régulateur qui commande un amortisseur semi-actif coopérant avec un agencement de ressorts. Pour l'application de procédés connus de mise au point et d'optimisation de régulateurs, il est proposé un circuit de compensation inséré entre le régulateur et l'amortisseur (2), servant à l'adaptation de la caractéristique de réglage automatique non linéaire de l'amortisseur (2) à la tension de commande linéaire du régulateur.
EP19900908461 1989-06-29 1990-05-30 Regulation du chassis avec circuit d'adaptation a element de reglage Withdrawn EP0434787A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3921311 1989-06-29
DE3921311 1989-06-29
DE3928993A DE3928993A1 (de) 1989-06-29 1989-09-01 Fahrwerksregelung mit stellglied-anpassschaltung
DE3928993 1989-09-01

Publications (1)

Publication Number Publication Date
EP0434787A1 true EP0434787A1 (fr) 1991-07-03

Family

ID=25882473

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900908461 Withdrawn EP0434787A1 (fr) 1989-06-29 1990-05-30 Regulation du chassis avec circuit d'adaptation a element de reglage

Country Status (5)

Country Link
EP (1) EP0434787A1 (fr)
JP (1) JPH04500491A (fr)
KR (1) KR920700944A (fr)
DE (1) DE3928993A1 (fr)
WO (1) WO1991000189A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5080392A (en) * 1990-04-26 1992-01-14 Cb Auto Design Inc. Suspension unit
JP3083114B2 (ja) * 1991-12-19 2000-09-04 株式会社ユニシアジェックス 車両懸架装置
US7321816B2 (en) * 2004-04-27 2008-01-22 Tenneco Automotive Operating Company, Inc. Model free semi-active vehicle suspension system
DE102008052999B4 (de) 2007-10-26 2019-05-29 Volkswagen Ag Verfahren und System zur Beeinflussung der Bewegung eines in seinen Bewegungsabläufen steuerbaren oder regelbaren Fahrzeugaufbaus eines Kraftfahrzeuges und Fahrzeug
DE102013018927B4 (de) 2013-11-13 2020-01-23 Audi Ag Verfahren zum Bereitstellen einer Stellgröße

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234016A (ja) * 1984-04-30 1985-11-20 Nippon Denso Co Ltd 車両用シヨツクアブソ−バ制御装置
US4589676A (en) * 1984-12-13 1986-05-20 General Motors Corporation Adaptive ride control for motor vehicle
DE3670893D1 (de) * 1985-07-31 1990-06-07 Wright Barry Corp Parametergesteuertes aktives schwingungsdaempfungssystem.
DE3528341C1 (de) * 1985-08-07 1986-05-22 F & O Electronic Systems GmbH & Co, 6901 Neckarsteinach Regelbares Ventil fuer die Kolbenstange eines Schwingungsdaempfers
DE3800865A1 (de) * 1987-04-01 1988-10-20 Bosch Gmbh Robert Stossdaempfer i
DE3738048C2 (de) * 1987-11-09 1996-09-26 Rexroth Mannesmann Gmbh Vorrichtung zur Dämpfung der Eigenbewegungen der Massen eines linearen Zweimassenschwingers
DE3805934A1 (de) * 1988-02-25 1989-09-07 Bosch Gmbh Robert Hydraulischer stossdaempfer

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9100189A1 *

Also Published As

Publication number Publication date
KR920700944A (ko) 1992-08-10
WO1991000189A1 (fr) 1991-01-10
DE3928993A1 (de) 1991-01-03
JPH04500491A (ja) 1992-01-30

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