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
  • B60G17/0182—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 involving parameter estimation, e.g. observer, Kalman filter
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
  • B60G2400/10—Acceleration; Deceleration
  • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
  • B60G2400/10—Acceleration; Deceleration
  • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
• • 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
  • B60G2400/20—Speed
  • B60G2400/202—Piston speed; Relative velocity between vehicle body and wheel
• • 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
  • B60G2400/20—Speed
  • B60G2400/208—Speed of wheel rotation
• • 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
• • 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
  • B60G2400/40—Steering conditions
  • B60G2400/41—Steering angle
• • 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
  • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
  • B60G2400/60—Load
  • B60G2400/61—Load distribution
• • 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
• • 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
  • B60G2500/00—Indexing codes relating to the regulated action or device
  • B60G2500/20—Spring action or springs
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2500/00—Indexing codes relating to the regulated action or device
  • B60G2500/20—Spring action or springs
  • B60G2500/22—Spring constant
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
  • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
  • B60G2600/17—Proportional control, i.e. gain control
  • B60G2600/172—Weighting coefficients or factors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
  • B60G2600/18—Automatic control means
  • B60G2600/184—Semi-Active control means
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
  • B60G2600/18—Automatic control means
  • B60G2600/187—Digital Controller Details and Signal Treatment
  • B60G2600/1878—Neural Networks
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
  • B60G2600/18—Automatic control means
  • B60G2600/188—Spectral analysis; Transformations
  • B60G2600/1884—Laplace
• • 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
  • B60G2600/60—Signal noise suppression; Electronic filtering means
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
  • B60G2600/74—Analog systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
  • B60G2800/01—Attitude or posture control
  • B60G2800/012—Rolling condition
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
  • B60G2800/01—Attitude or posture control
  • B60G2800/014—Pitch; Nose dive
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
  • B60G2800/90—System Controller type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
  • B60G2800/90—System Controller type
  • B60G2800/92—ABS - Brake Control

Definitions

• the invention is based on a system according to the type of the main claim.
• the design of the chassis is of essential importance. This requires powerful suspension and / or damping systems as components of a chassis.
• the suspension and / or damping systems of the passive chassis which have so far been mainly used, are either designed to be hard (“sporty”) or tend to be soft (“comfortable”) depending on the forecast use of the vehicle. It is not possible to influence the chassis characteristics during operation in these systems.
• the characteristics of the suspension and / or damping systems during driving operation can be influenced in the sense of a control or regulation depending on the driving state.
• the system - vehicle occupants / cargo - vehicle - roadway - must first be considered.
• the movements of the vehicle body are perceived by the vehicle occupants or a shock-sensitive load as impairments to the driving comfort. These movements of the body have essentially as causes on the one hand excitations due to bumps in the road and on the other hand changes in the driving state such as steering, braking and accelerating.
• the causes of the body movements can be detected.
• changes in the driving state such as steering, braking and accelerating, can be recognized as further causes, as it were before they affect the vehicle body by observing the corresponding actuators.
• steering angle and / or changes in the throttle valve position can be detected in order to detect steering and / or acceleration maneuvers. In this case, an effective minimization of the body movements can be actuated at the same time as they occur.
• the body movements can be sensed and counteracted by an active chassis.
• the implementation of the first strategy is disadvantageous with regard to the sensing of the bumps in the roadway, since sensors, for example ultrasound sensors or optical sensors, are required for this purpose, which are constructed in a very complex manner.
• sensors for example ultrasound sensors or optical sensors, are required for this purpose, which are constructed in a very complex manner.
• a chassis control that works according to the second strategy is described for example in DE-OS 37 38 284. Here the body movements are measured as body accelerations.
• a disadvantage of such systems is that relatively complex and expensive acceleration sensors are necessary.
• EP-OS 0321 078 describes a system for chassis control, in which the movements of the vehicle body are determined without acceleration sensors.
• the suspension and / or damping systems are mounted between the wheel units and the body.
• the local body speeds at the points of application of the suspension and / or damping systems on the body are determined.
• These local body movements are then used to control and / or regulate the respective local suspension and / or damping system in order to minimize this local body speed.
• EP-OS 0321 078 has essentially three disadvantages.
• DE-OS 34 08 292 describes an active suspension system in which, based on the distances between the vehicle body and the wheels (deflection paths), an average altitude, an average pitch angle and an average roll angle of the vehicle body are calculated relative to the ground. Thereupon actuating forces are determined, on the basis of which the support assemblies arranged between the wheels and the vehicle body are actuated in order to adapt the previously calculated mean altitude or the calculated pitch and roll angle in a predetermined manner to desired values.
• this system cannot achieve a targeted and separate influencing of the actually existing body movements.
• the object of the present invention is to develop a simple and inexpensive system for chassis control, with which a targeted and separate influencing of the actually present body movements is possible.
• the present invention has the advantage that the vehicle body's own movements can be set separately from one another.
• body movements for example of lifting, pitching or rolling movements
• the description of body movements is made in modal coordinates, only one movement component is represented for each own movement, not all other components. So if the lifting, rolling and pitching angles of the vehicle body are the modal coordinates of the body, the "pitching motion" is pure pitching in the sense that the center of gravity is at rest and that there is no rolling motion (there are lifting and rolling components) do not represent).
• the lifting, rolling and pitching movements of the vehicle body are actually the body's own movements (and can then be influenced independently of one another by a chassis control) depends essentially on two factors. On the one hand by the vehicle itself, and on the other hand by the way in which the chassis control system (fully active or semi-active) is implemented. In general, it can be said that the swaying is an inherent movement if the chassis is arranged longitudinally symmetrically on the body and if the main axis of inertia of the vehicle body coincides with its longitudinal, transverse and vertical axes. This vehicle property probably applies to many of today's vehicles; it applies regardless of the chassis control system used in each case.
• Ratio a * c / c * c is approximately equal to one, a v H practically effective, (almost ideal) decoupled influencing of lifting, rolling and pitching movements can be achieved.
• the modal coordinates - in addition to the roll angle - are given by the vertical displacements (z and z)
• V H of the body "front” and "rear" Here it is possible and also sensible to use the control to influence the movement of the body "front” and “rear” and the roll movement independently of one another.
• signals representing the relative movements between the body and the wheel units are detected and used to generate further signals which are used to control or regulate the chassis, in particular to minimize the movements of the vehicle body.
• means are provided which generate these further signals from the signals of the relative movements in such a way that the natural movements of the vehicle body can be set separately from one another.
• the following steps are carried out: 1. Starting from spring deflection movement signals, collective body movements that are currently present and originate from roadway excitations are determined by means of dynamic filters. Such collective building movements can, for example
• the collective body movements determined under 1. can then be corrected by taking the longitudinal and / or lateral acceleration into account.
• the body movements determined only reproduce the body movements originating from roadway excitations, that is to say that the body movements determined in point 1. only reproduce the actually existing body movements for the case in which the vehicle is unaccelerated (longitudinal acceleration equals zero) straight ahead ( Lateral acceleration equals zero). Only by taking into account the longitudinal and / or transverse acceleration which may deviate from zero can the really present body movements be fully determined during all driving maneuvers.
• Such influences can be made, for example, taking into account the driving state of the vehicle.
• the roll movement as the body's own movement during cornering is reduced by the fact that the roll movement (point 1 and possibly point 2) determined from the deflection movements is dependent on signals which cause the Vehicle acceleration is represented, weighted (point 4.).
• the vertical body movements at the front and rear are to be weighted as a function of signals which represent the longitudinal acceleration of the vehicle.
• FIG. 1 shows a spatial vehicle model
• FIGS. 2 and 3 represent the essential elements of the system according to the invention.
• the system according to the invention for controlling or regulating a chassis is to be shown on the basis of a block diagram.
• the vehicle has four wheel units and two axles.
• the lifting, pitching and rolling movements are inherent movements of the vehicle body.
• Position 30 provides suspension and damping systems represent, each consisting of a spring with the spring constant Ci and a damper arranged in parallel with the damping constant di.
• the wheels are designated with position 31 and are described in each case as a model by the bodies with the masses Mri arranged one behind the other and the spring with the spring constant Cri representing the wheel rigidity.
• the road is marked with position 33 and the body with the mass Mk with position 32.
• the center of gravity S of the vehicle body is at a distance a from the front axle and at a distance c from the rear axle, b denotes half the track width.
• Position 2 shows the essential elements of the system in the exemplary embodiment.
• a 1st filter combination of filter units 11, 12 and 13 is designated in a dashed outline.
• Position 3 represents units for additive and / or multiplicative influencing in dashed outline, positions 16 and 17 describing additive and positions 18, 19 and 20 multiplicative links.
• Positions 14 and 15 represent filter units.
• Position 4 shows a second filter combination of filter units 21, 22, 23 and 24 in a dashed outline, and position 5 describes a combination of units 25 for data evaluation and switching of the damping characteristic in a dashed outline .
• Positions 6 and 7 mark means for detecting the vehicle transverse and longitudinal vehicle acceleration and position 8 characterizes a filter unit for differentiation.
• the data provision 41 contains setpoints and / or the filtered sensor signals of the sensors lvl, lvr, 1hl, your and / or Signals of the means 6 and 7 and / or variables which represent or influence the driving state, such as the driving speed and / or the ambient temperature, are supplied.
• one sensor lvl, lvr, 1hl or your detects the relative movements between the wheel and the vehicle body, such as the relative spring deflection and / or the spring speed and / or related variables such as pressure differences in the damping systems .
• These signals can be obtained by direct measurements of the spring deflection and / or by measuring the spring deflection speed and / or related variables such as pressure differences in the damping systems.
• the signals Xarvl, Xarvr, Xarhl and Xarhr are present on the output side of the sensors lij.
• the entire 1st filter combination 2 can be characterized by its transmission behavior.
• the transmission behavior is to be represented in matrix notation as follows:
• Ch- the stiffness of the springs on the rear axle are.
• vehicle-specific parameters listed above such as center of gravity distances and moments of inertia, must of course be known. There are many methods available in the prior art for obtaining this data. These vehicle-specific parameters are also dependent on the load condition of the vehicle. This can lead to changes in one or more parameters, especially when loading on one side. There are several ways to deal with this problem:
• the system according to the invention is applied to the empty vehicle or to the vehicle with a typical load distribution.
• deviations of the parameters actually present from the applied parameter set can, if necessary, lead to slight changes in the effect of the system according to the invention, but without abandoning the ideas essential to the invention.
• the links among one another are obtained mathematically formally by matrix multiplication of the four-component vector (Xarvl, Xarvr, Xarhl, Xarhr) with the matrix (1) which characterizes the transmission behavior.
• the individual filter units 11, 12 and 13 can, for example, be designed as addition units according to the vector matrix multiplication rule as follows.
• the resulting linkage results correspond to collective body movements such as the lifting, rolling and pitching speeds (eg ' , alphab ' and betab) of the vehicle body as a result of excitations from uneven floors.
• the rotations of the vehicle body about its roll or pitch axis and, for example, the stroke of the body are designated with alphab or betab, alphab ' , betab ' and zb are the respective first time derivatives of the quantities alphab, betab and zb.
• the first filter combination 2 is a filter with dynamic transmission behavior. Only by taking the dynamic behavior of the wheel and the body into account is it possible to reconstruct the body movements from the deflection movements.
• aq and al are the lateral and longitudinal acceleration of the vehicle, which are detected in the means 6 and 7.
• Ew and En are transfer functions, where s represents the Laplace variable.
• the sizes Ew and En can be determined on the basis of tire models.
• the sizes Ew and En have the shape
• Mk represents the mass of the vehicle body and h the center of gravity of the vehicle.
• the stroke, pitch and roll speeds (z ' , beta and alpha) supplemented in this way which reflect the real collective body movements even in the case of steering, braking and accelerating maneuvers, are achieved by the ultimate multiplier ⁇ links 18, 19 and 20 weighted. This is done by multiplications with the sizes gh, gw and gn and can be done separately. In addition, the weighting of the body movements can also be additive.
• units 14 and 15 can be designed as simple ultimate links according to equation (3).
• the signals which represent the lateral acceleration aq and the longitudinal acceleration a1 of the vehicle, are recorded in the means 6 and 7. This can be done, for example, by means of suitable acceleration sensors.
• the units (3) for influencing can be avoided.
• the collective body movements which are caused by uneven ground, are used to calm the body movements.
• the weighted collective assembly speeds are now subjected to further processing in the second filter combination 4.
• the entire 2nd filter combination 4 can be characterized by its transmission behavior in matrix notation as follows.
• the links among each other are obtained mathematically formally by matrix multiplication of the three-component vector (gh * z ', gw * alpha ' , gn * beta) with the matrix characterizing the transmission behavior (5).
• the individual filter units 21, 22, 23 and 24 can, for example, be designed as addition or subtraction units according to the vector matrix multiplication rule as follows.
• Filter unit 21 gh * z + gw * alpha * b - gn * beta * a
• Filter unit 22 gh * z - gw * alpha * b - gn * beta * a
• the weighted corner speeds are the weighted body speeds at the points on the vehicle body where the adjustable steamers engage the body.
• the weighted corner speeds obtained in this way are fed to the combination of units 5 for data evaluation and conversion of the damping characteristic, where their amounts are analyzed according to their size and adjustments of the respective adjustable damping system are made depending on the size of the amount of the weighted corner speeds.
• FIG. 3 The functioning of the units 25 for data evaluation and switching of the damping characteristic is shown in FIG. 3.
• Setpoint values Sij and / or the filtered sensor signals of the sensors Iij and / or the output signals of the means 6 and 7 and / or variables which represent or influence the driving state, such as the driving speed and / or the ambient temperature, are read in by the data provision 41.
• the respective weighted corner speed Xagij ' is compared in the value comparison 42 with a target value Sij.
• This setpoint value can assume a constant value for the respective damping system and / or be dependent on variables that represent or influence the driving state, such as the lateral acceleration aq, the longitudinal acceleration a1, the driving speed and / or the ambient temperature.
• the signal N is present on the output side of the value comparison 42. In this case, the damping characteristic is not switched over.
• the signal Y is present on the output side of the value comparison 42.
• the sign of the product Xagij ' * Xarij ' of the weighted corner velocities Xagij ' with the associated compression rate Xarij is analyzed in the value comparison 43.
• the compression speed Xarij is obtained at the output of the filter unit 8, by means of its differentiating characteristic the compression paths Xarij of the sensors Iij are differentiated.
• the signal Y at the output of the value comparison 43 is fed to the means for switching over the damping characteristic 44, where a switch is made to a harder damping characteristic of the respective damping system.
• the signal N at the output of the value comparison 43 is fed to the means for switching over the damping characteristic 45, where a switch to a softer damping characteristic of the respective damping system is carried out.
• a further development of the arrangement of the units 25 for data evaluation and switching of the damping characteristic described above as an exemplary embodiment can consist in comparing the amounts of the weighted corner speeds Xagij ' with several associated setpoints Slij, S2ij, S3ij ... This can advantageously be done in several value comparisons 42/1, 42/2, 42/3 ... Depending on the more detailed amount of
• a particularly simple embodiment of the system according to the invention is the two-stage design of the damping systems, with a hard and a soft chassis characteristic. In this case, the stages "hard” or “soft” are set in the means for switching the damping characteristics 44 or 45.
• the amounts of the weighted corner speeds are analyzed according to their size and adjustments of the respective adjustable damping system are made depending on the size of the amount of the weighted corner speeds.
• EP-OS 0321078 is known when one considers the following:
• the collective body movements such as pitching, rolling and lifting movements are determined. Since it is necessary to control at least two suspension and / or damping systems in order to influence these collective body movements, at least two of the corresponding control signals also change in the system according to the invention.
• the system according to the invention is of course not only suitable for the control of damping and / or suspension elements which can be adjusted in two or more stages, but can also be used for the control of continuously adjustable damping and / or suspension systems.
• the vertical displacement of the center of gravity of the body (“stroke"), the rotation of the body about its longitudinal axis (roll angle) and the rotation of the body about its transverse axis (pitch angle) were selected as coordinates to describe the body movements.
• the body movements can also be described, for example, by the vertical displacements of three body “corner points”, or by the roll angle and the vertical displacement of the body "front” and “rear” (ie the Body shifts "over” the front and rear axles, each in the axis width).
• the lifting, rolling and pitching movements also form those collective body movements which should be influenced independently of one another by the control.
• this is only possible (and sensible) if the coordinates of the lift, roll and pitch angles are so-called modal coordinates, or (which is the same and is also explained below) if the lift, roll and and pitching movements of the body are their own movements.
• the independent influencing of the lifting, rolling and pitching movements is essentially aimed at that of the own movements.
• modal coordinates and own movements can generally be given as follows: If the movement is described in modal coordinates, only one single movement component is represented for each own movement, ie all other components Not. If the stroke, roll and pitch angles are the modal coordinates of the body, then with the "pitching motion" there is a pure pitch in the sense that the center of gravity is at rest and that there is no roll movement (stroke and roll). Component are not represented).
• the lifting, rolling and pitching movements are actually self-motions of the body (and can then be influenced independently of one another with a chassis control) essentially depends on two factors, on the one hand on the vehicle itself and on the other hand on the way , in which the chassis control system (fully active or semi-active) is executed.
• the swaying is a self-movement if the chassis is arranged longitudinally symmetrically on the body and if the main axis of inertia of the vehicle body coincides with its longitudinal, transverse and vertical axes. So this is a vehicle characteristic, and this is probably true for many of today's vehicles; it continues to apply regardless of the chassis control system used.
• Ratio a * c / c * c_ is approximately equal to one, a v H practically effective, (almost ideal) decoupled influencing of lifting, rolling and pitching movements can be achieved.
• the weighting factors gvo, ghi and gw can advantageously be selected depending on variables that represent and / or influence the driving state, such as the driving speed, braking, steering and / or acceleration maneuvers of the vehicle and / or the ambient temperature.
• steps 2 to 4 can also be summarized as described below:
• the vertical movements of the body at the points of application of the suspension systems on the vehicle body are determined and counteracted in a known manner by activating the suspension systems.
• a targeted influencing of the own movements can be made possible in the sense of minimization.

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

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• 1990
  • 1990-12-12 DE DE19904039629 patent/DE4039629A1/de active Granted
• 1991
  • 1991-12-11 WO PCT/DE1991/000979 patent/WO1992010377A1/de not_active Application Discontinuation
  • 1991-12-11 EP EP19920901958 patent/EP0517879A1/de not_active Withdrawn
  • 1991-12-11 JP JP92500981A patent/JPH05505369A/ja active Pending

Non-Patent Citations (1)

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