EP1858717A1 - Suspension de roue pour un vehicule - Google Patents

Suspension de roue pour un vehicule

Info

Publication number
EP1858717A1
EP1858717A1 EP06722607A EP06722607A EP1858717A1 EP 1858717 A1 EP1858717 A1 EP 1858717A1 EP 06722607 A EP06722607 A EP 06722607A EP 06722607 A EP06722607 A EP 06722607A EP 1858717 A1 EP1858717 A1 EP 1858717A1
Authority
EP
European Patent Office
Prior art keywords
wheel
angle
determined
suspension according
wheel suspension
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Withdrawn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
EP06722607A
Other languages
German (de)
English (en)
Inventor
Metin Ersoy
Andreas GÄRTNER
Thomas Rosemeier
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1858717A1 publication Critical patent/EP1858717A1/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Withdrawn legal-status Critical Current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
    • B60G17/019—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 type of sensor or the arrangement thereof
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/142—Independent suspensions with lateral arms with a single lateral arm, e.g. MacPherson type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/17—Independent suspensions with a strut contributing to the suspension geometry by being articulated onto the wheel support
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/462—Toe-in/out
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/11—Mounting of sensors thereon
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • 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
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/148—Mounting of suspension arms on the unsprung part of the vehicle, e.g. wheel knuckle or rigid axle
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/416—Ball or spherical joints
    • 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
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/418—Bearings, e.g. ball or roller bearings
    • 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
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • 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
    • 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
    • B60G2400/64—Wheel forces, e.g. on hub, spindle or bearing
    • 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
    • B60G2600/22—Magnetic elements
    • 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
    • B60G2600/22—Magnetic elements
    • B60G2600/24—Magnetic elements permanent magnets
    • 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
    • B60G2800/21—Traction, slip, skid or slide control
    • B60G2800/212—Transversal; Side-slip during cornering
    • 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
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • 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
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables
    • B60G2800/704—Estimating or calculating vehicle parameters or state variables predicting unorthodox driving conditions for safe or optimal driving
    • 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
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)

Definitions

  • the invention relates to a suspension for a vehicle, comprising a carrier element, a spaced apart from the carrier element wheel carrier and a rotatably mounted on the wheel carrier wheel, wherein the wheel carrier is connected to the carrier element via a first guide means and a first pivotable connection means and the wheel carrier with the Carrier element is connected via a second guide means and a second pivotable connecting means.
  • Such suspensions are known from the prior art.
  • the operating point of the wheel or of the tire is determined model-supported in modern vehicle dynamics control systems with the aid of measured variables, so that the degree of utilization of the wheel or tire force potential can be approximately determined for a given slip.
  • the wheel load or the exact wheel or tire position relative to the vehicle body which is defined in particular by the variables camber and lane, but not or only inaccurately flows into the calculation, so that there are disadvantages in terms of accuracy and validity, which improves performance the vehicle dynamics control systems can not be fully utilized.
  • the object of the invention is to further develop a suspension of the type mentioned above that the degree of utilization of the wheel or tire force potential can be determined with higher accuracy.
  • the suspension of the invention for a vehicle comprises a support member, a spaced apart from the carrier element wheel carrier and a wheel rotatably mounted on the wheel, wherein the wheel carrier is connected to the carrier element via a first guide means and a first pivotable connecting means and wherein the wheel carrier further with the Carrier element is connected via a second guide means and a second pivotable connecting means.
  • a first Winkehnessvorraum is integrated in the first pivotable connecting means and integrated into the second pivotable connecting means, a second angle measuring device.
  • the wheel suspension it is possible, for example, to determine the camber angle, the toe angle and / or the wheel load acting on the wheel from measured values which are recorded in the wheel suspension itself, ie in relative or immediate proximity to the wheel. If the geometry of the suspension is known and possibly its dynamic behavior, it can be determined with two angular measurements at different locations of the suspension of the camber angle, the toe angle and the wheel load acting on the wheel with greater accuracy than before, preferably directly in the suspension. In this case, the angle measurement with the first angularity device describes the pivoting and / or rotation of the first guide means relative to the wheel carrier or the carrier element.
  • the angle measurement with the second Winkeknessvoriques describes the pivoting and / or rotation of the second guide means relative to the wheel carrier or the carrier element. Since the camber angle, the toe angle and / or the wheel load co-determine the degree of utilization of the wheel or tire force potential, this can also be determined with higher accuracy. Furthermore, the wheel carrier may also be connected to the carrier element via additional guide means and pivotable connection means.
  • the first pivotable connection means is preferably designed as a ball joint, via which z. B. the first guide means is pivotally and rotatably connected to the wheel carrier.
  • the first guide means may be connected to the carrier element on the carrier element side via an elastomer bearing or a spherical joint.
  • a spherical joint is to be understood in particular an elastomer or Gummigelenk, which is movable in the same spatial directions, such as a ball joint.
  • the joint may have an inner part and an outer part, wherein the inner part is arranged with the interposition of an elastomeric body in the outer part.
  • a ball joint is also suitable as a spherical joint. However, then occurring on the wheel shocks can be passed almost undamped to the support element and thus to the vehicle body of the vehicle.
  • the second pivotable connecting means is preferably also formed as a ball joint, via which z. B. the second guide means is pivotally and rotatably connected to the wheel carrier.
  • the second guide means may be connected to the carrier element on the carrier element side via an elastomer bearing or a spherical joint.
  • the Winkehnessvoriquesen can each measure at least one gimbal angle, but in particular two gimbal angle and / or a rotation or preferably at least one rotational angle.
  • the first guide means may be a guide link, but preferably the first guide means is a transverse link or a transverse link.
  • the second guide means can be formed as a tie rod or also as a wishbone. If the second guide means is a transverse link, this preferably forms an upper transverse link, whereas the first guide means can be designed as a lower transverse link or as a lower transverse link.
  • the angle measurement with the angle measuring devices is preferably based on a magnetic measuring principle, since this has proven to be extremely insensitive to interference in the field of motor vehicles. Each angle measuring device therefore has, in particular, at least one magnet and at least one magnetic field-sensitive sensor, that is to say, for example, a magnetoresistive sensor or a sensor operating on the Hall principle.
  • the magnet is preferably located in the joint ball, whereas the magnetic field-sensitive sensor can be arranged in the ball joint housing receiving the joint ball or vice versa.
  • the first pivotable connecting means and the second pivotable connecting means are preferably at a distance from each other.
  • the two angle measuring devices are in particular electrically connected to an evaluation unit, from which preferably the toe angle, camber angle and / or wheel load currently acting on the wheel or an approximation value thereof can be determined on the basis of or including the measured values provided by the angle measuring devices.
  • the first guide means may also be connected via one or more force elements, such as a spring and / or a damper with the carrier element, wherein the spring rate of the spring and the damper rate of the damper for determining the wheel load or the approximate value thereof can be used.
  • the spring and the damper are combined to form a spring-damper unit.
  • a spring-damper unit is not absolutely necessary, since for the determination of the wheel load or the approximate value of the same in computational terms only a relationship between a Einfederlage or compression speed and a force elements characteristic is produced.
  • the wheel is preferably with a background, such.
  • the wheel load in particular perpendicular to the ground or parallel to the vehicle vertical axis and at least partially by a force a) is formed, which acts on the wheel of the carrier element or of the vehicle body.
  • the wheel load regularly has two additional force components b) and c), of which a first additional force component b) is determined by the weight of the wheel itself.
  • the force component b) can be added to the force a) and does not change regularly.
  • the force component b) can not be determined by means of the two Winkehnessvoriquesen and is determined separately.
  • the second additional force component c) is determined by the mass inertia of the wheel with appropriate movement or acceleration.
  • the wheel load can thus be approximated or determined by the force component a) alone or additionally by one or both of the force components b) and c).
  • the wheel load is the current force that acts between the tire and the road in a vertical direction or in the direction of the vehicle's vertical axis.
  • the force component a) can be determined by means of the Winkehnessvoriquesen, wherein the force component b) is added as an offset.
  • an acceleration sensor may additionally be installed, so that the dynamic force component c) can be determined and taken into account in the determination of the wheel load.
  • the wheel forms a first wheel of a wheel axle with two wheels and if a stabilizer, in particular a transverse stabilizer, is provided on the axle, the deflection difference between the two wheels can also be incorporated into a further force component d) in order to determine the wheel-specific wheel load.
  • the invention further relates to a vehicle, in particular a motor vehicle, with a vehicle body and at least one wheel suspension according to the invention, wherein the carrier element is a part of the vehicle body.
  • the suspension can be developed according to all the aforementioned embodiments.
  • the carrier elements of the respective wheel suspensions may be firmly connected or merge.
  • the invention further relates to the use of a wheel suspension according to the invention or a method using the same, wherein a first measured value is determined by means of the first angle-determining device, a second measured value is determined by the second angle-measuring device and based on or including these two measured values the toe angle and the camber angle of the wheel can be determined.
  • the suspension can be developed according to all the aforementioned embodiments.
  • the wheel load acting on the wheel or an approximation value thereof and / or the side force acting on the wheel can also be determined on the basis of or incorporating the two measured values, but this can also be detected by a separate sensor.
  • the lateral acceleration and the speed of the wheel or of the vehicle can be measured or determined from measurements, for which purpose further sensors can be arranged in the wheel suspension or in the vehicle. Based on or including the toe angle, camber angle, lateral acceleration, and speed then, e.g. the slip angle of the wheel can be determined.
  • a driving dynamics Einspurmodell has proven to be suitable, which, for. can be implemented with a digital computer.
  • the electronic or logical unit in which the slip angle can be determined is hereinafter referred to as the estimator unit. If several wheels are connected to the vehicle body via wheel suspensions according to the invention, then the slip angles for each wheel can be determined individually.
  • a digital computer may be provided, which has a memory in which for the wheel or for several wheels, but preferably for all wheels, each wheel eg at least one tire characteristic map or several tire maps for different friction coefficients can be stored as data can.
  • the electronic or logical unit in which the tire or the characteristic maps are stored and can be evaluated hereinafter referred to as tire Kennfeldisme.
  • the tire characteristic unit can, for example, determine the current operating point of the wheel or tire in the tire characteristic map, from which the current degree of utilization of the wheel or tire force potential can be derived. Possible concrete results of this degree of utilization are then, for example, the above-mentioned remaining power reserve of the wheel and / or the current coefficient of friction between the road surface and the wheel.
  • the estimator unit and / or the tire identifier unit are preferably designed as arithmetic unit (for example as digital or analog computer) and can be integrated in or formed by the evaluation device. If the evaluation device has a digital computer, this can e.g. assume the functions and tasks of the estimator unit and / or the tire unit.
  • a tire characteristic map can be understood as meaning the dependence of the lateral force on the slip angle at different wheel loads.
  • a tire map is shown, e.g. as an arrangement of graphic curves in a coordinate system, wherein a single one of the curves results from the fact that at constant wheel load for a wheel or a tire, the slip angle on the abscissa and the associated side force on the ordinate or vice versa are applied.
  • different curves can be determined, resulting in the above-mentioned arrangement of curves or the map results, which can also be stored in the form of data in the memory of the tire Kennfeldtechnik.
  • such a map is preferably determined for a constant coefficient of friction, so that for different coefficients of friction and different maps can be obtained and stored in the memory.
  • the relative position of the wheel carrier to the support element or the vehicle body especially the sizes track and camber and approximately additionally determines the wheel load.
  • the field line direction of a calibrated magnet in a steel carrier is measured relative to the sensor, so that detection of relative rotations between the magnet and the sensor in a large angular range is possible with high resolution.
  • the intelligent angle joint is formed by the integration of sensors with different joint types or with joints in different locations.
  • the effective operating point of one or more sensors is determined individually by wheel via an electronic observer model which can be implemented in the evaluation device determined all four wheels or tires in the wheel or tire characteristic map, so that via a signal output, an output of the respective wheel power transmission potential can be made to a higher-level control system or several higher-level control systems.
  • an input e.g., slip angle or longitudinal slip
  • the measured inputs e.g., wheel load
  • a result value e.g., horizontal force map
  • FIG. 2 is a schematic view of the spring-damper unit of FIG. 1, 3 shows the lower arm of Figure 1 with a schematic view of a first ball joint with integrated Winkehnessvorraum,
  • FIG. 4 shows the upper wishbone of Figure 1 with a schematic view of a second ball joint with integrated Winkehnessvorraum
  • FIG. 5 shows a block diagram for determining the camber and / or roll angle
  • FIG. 7 shows a block diagram for determining the power reserve or the degree of utilization of the wheel according to a first variant of the evaluation device
  • FIG. 8 shows a block diagram for determining the coefficient of friction between the wheel and the roadway according to a second variant of the evaluation device
  • FIG. 9 shows a schematic plan view of a motor vehicle with the wheel suspension according to FIG. 1.
  • FIG. 1 is a schematic view of an embodiment of the suspension according to the invention can be seen, wherein a wheel 1 is connected via an upper arm 2, a lower arm 3 and a tie rod 4 with a support member 5, which is part of a vehicle body 6 of a partially illustrated motor vehicle. 7 is.
  • the upper control arm 2 is connected via a ball joint 8 with the wheel carrier 1 and an elastomeric bearing or spherical joint 9 with the carrier element 5.
  • the lower wishbone 3 is connected via a ball joint 10 with the wheel carrier 1 and a spherical joint or elastomer bearing 11 with the support element 5.
  • the tie rod 4 is connected via a ball joint 12 with the wheel carrier 1 and an adjusting device (track adjustment) 13 with the carrier element 5, wherein by means of the adjusting device 13, the tie rod 4 in its longitudinal direction and displaceable in a desired position can be fixed.
  • the wheel carrier side ball joints 8, 10th and 12 each at a distance from each other.
  • carrier element side, the bearing or hinge 9 and the bearing or hinge 11 and the VersteUvorides 13 each at a distance from each other.
  • a tire or wheel 14 is rotatably mounted, which is in contact with a roadway 16 shown schematically in a wheel contact point 15. Furthermore, the wheel carrier 1 is connected via a guide link 17 to the carrier element 5, which is articulated or connected via a ball joint 18 on the wheel carrier 1 and a spherical joint or elastomeric bearing 19 on the carrier element 5.
  • the lower wishbone 3 is additionally connected via a spring 20 and a shock absorber 21 to the support member 5, wherein the spring 20 and the shock absorber 21 together form a spring-damper unit 22.
  • the spatial directions x, y and z are indicated in a coordinate system.
  • the spring-damper unit 22 can be seen, which has at their ends in each case joints 23 and 24, wherein the spring-damper unit 22 via the joint 23 on the lower wishbone 3 in a position between the ball joint 10 and the bearing or joint 11 is fixed and is attached via the hinge 24 to the support member 5.
  • the spring rate of the spring 20 is hereinafter referred to as c and the damper rate of the shock absorber 21 is referred to below as k.
  • FIG. 3 is a schematic view of the ball joint 10 can be seen, which has a ball pin 25 and a ball joint housing 26, in which the ball pin 25 is rotatably and pivotally mounted.
  • a permanent magnet 27 is arranged, whereas in the ball joint housing 26, a magnetic field-sensitive sensor 28 is arranged.
  • the magnet 27 and the magnetic field-sensitive sensor 28 together form a first Winkehnessvorraum, which is integrated in the ball joint 10.
  • the winkehness device formed of magnet 27 and magnetic field sensor 28 may also be integrated in the spherical joint 19.
  • the Ball joint housing 26 is in particular fixedly connected to the lower wishbone 3, whereas the ball pin 25 is preferably fixedly connected to the wheel carrier 1 or vice versa.
  • the time derivative of this angle as well as the spring rate c and the damper rate k can be an approximate value for the wheel 14 or on the wheel carrier 1 acting wheel force Fz or FZRAD be determined. In particular, approximately:
  • Fz j 2 * (c * Zrei + k * dzrei / dt), where the variable j represents, for example, the displacement or force transmission ratio between the wheel carrier and the force element.
  • j represents, for example, the displacement or force transmission ratio between the wheel carrier and the force element.
  • the size j is calculated, for example, in the case of a spring link (eg 3) from the ratio of the total link length (eg distance between 10 and 11) to the length section (eg distance between 23 and 11) between force element articulation (eg 23) and mounting on the body side (eg 11).
  • j 0.5, which means that only 50% of the wheel deflection will be translated into a deflection of the spring
  • zrei means the wheel jounce position and represents the distance between the wheel carrier 1 and the carrier 5 in the space direction z, which distance is equal to hooves of the angle measured with the first angle measuring device
  • dzrei / dt here means the time derivative of the Rad-Einfederlage, wherein the sizes Zrei and dzrei / dt from the one or the measured by the first Winkehnessvorraum angle or from the time derivative thereof can be deduced.
  • the angle ⁇ here is that angle
  • the lower wishbone 3 occupies preferably in the yz plane relative to the wheel carrier 1, where y and z are the corresponding marked spatial directions, alternatively y in the expression yz plane but also the direction of Represent the handlebar main axis.
  • an evaluation device 29 is used, which is arranged according to this embodiment in the vehicle body 6 and in particular has a differentiating member.
  • the first angle measuring device is electrically connected to the evaluation device 29.
  • Fig. 4 is a schematic view of the ball joint 8 can be seen, which has a ball stud 30 and a ball joint housing 31, in which the ball stud 30 is rotatably and pivotally mounted.
  • a permanent magnet 44 is arranged, whereas in the ball joint housing 31, a magnetic field-sensitive sensor 45 is provided.
  • the magnet 44 and the magnetic field-sensitive sensor 45 together form a second angle measuring device, which is integrated in the ball joint 8.
  • the second Winkehnessvoriques formed of magnet 44 and magnetic field sensitive sensor 45 may also be integrated in the ball joint 12.
  • the ball joint housing 31 is in particular fixedly connected to the upper transverse link 2, whereas the ball stud 30 is preferably fixedly connected to the wheel carrier 1 or vice versa.
  • the angle ⁇ obtained by means of the second angularity device, the upper wishbone 2, e.g. occupies in the xy plane relative to the wheel carrier 1, the toe angle ⁇ can be derived.
  • the camber angle ⁇ can be determined from the angle or angles measured in the ball joint 10 by means of the first angle-determining device and from the known kinematics of the wheel suspension.
  • the camber angle ⁇ can also be determined from two wheel deflection positions, which can be determined e.g. be determined for the two wheels of a vehicle axle of the motor vehicle.
  • the front vehicle axle is indicated in Fig. 1 by the dashed line 32, wherein the wheel 14 forms the left wheel of the axle 32.
  • a wheel 33 forms the right-hand wheel of the vehicle axle 32, which is connected to the vehicle body 6 with a suspension 47 according to the invention but shown in a simplified manner.
  • Fig. 5 shows schematically the alternative determination of the camber angle ⁇ , wherein the obtained from the ball joint 10 Rad-Einfederlage zreihier is referred to as Zrei, left. From a ball joint 10 corresponding ball joint of the suspension for the right wheel 33rd is the value Zrei, right, which is a measure of the wheel-Einfederlage the wheel 33 to the vehicle body 6 and the associated support member.
  • the two variables zrei, left and zrei, right are supplied to a computing unit 34, which can determine the camber angle ⁇ for both wheels 14 and 33 and optionally the roll angle of the axis 32.
  • the arithmetic unit 34 is preferably integrated into the evaluation device 29 or is formed by it.
  • FIG. 6 shows a schematic block diagram of a part of the evaluation device 29 which has an estimator unit 35 and a tire characteristic unit 36 in which at least one tire characteristic map for the wheel 14, but preferably a plurality of tire characteristics for several, are stored in particular for all four wheels of the motor vehicle 7 in a memory.
  • the estimator unit 35 is supplied as input quantities, in particular, the vehicle lateral acceleration a y , the vehicle speed VFzg, the steering angle LW of the steering wheel 37 (see FIG. 9) and the toe angle ⁇ i for each wheel, the vehicle lateral acceleration a y and the vehicle speed VFzg being additional in the motor vehicle 7 arranged sensors 38 and 39 are determined, which are also electrically connected to the evaluation device 29.
  • the sensor 38 measures the lateral acceleration a y
  • the sensor 39 detects the vehicle speed VFzg.
  • a sensor 40 is provided for measuring the steering angle LW, which is also arranged in the vehicle 7 and electrically connected to the evaluation device 29.
  • the toe angle ⁇ i is determined by a computing unit, which is preferably integrated in the evaluation unit 29 or is formed by the latter.
  • the estimator unit 35 determines the slip angle ⁇ i for each wheel and supplies these slip angles ⁇ i to the tire identifier unit 36 as an input variable. Further, the tire characteristic unit 36 is supplied with, for example, the camber angle ⁇ i, the wheel load Fzi and the longitudinal slip ⁇ i for each wheel. Based on these input variables, the tire characteristic unit 36 now determines the operating point of the respective wheel in the tire characteristic diagram, which is indicated schematically in FIG. 6 as a thick point in the tire characteristic unit 36. From this, different values can be determined which characterize the force potential of the tire and as output variable AG from the tire characteristic unit 36 can be delivered. The wheel load Fzi and the camber angle ⁇ i are in this case determined by a respective arithmetic unit, which is preferably integrated in the evaluation unit 29 or is formed by it.
  • the estimator unit 35 e.g. a driving dynamics Einspurmodell deposited by means of which the slip angle ⁇ i of each wheel can be determined.
  • the evaluation device 29 has been described herein with reference to a plurality of wheels, it is also possible that only one wheel, in particular the wheel 14 alone is considered.
  • the index i can be omitted or set to 1 for all sizes.
  • the force potential is determined for at least two, in particular for all tires or wheels of the motor vehicle 7.
  • the apparent from Fig. 9 wheels 41 and 42 are associated with a second vehicle axle 43, which forms the rear axle of the motor vehicle 7 according to this embodiment.
  • the evaluation device 29 can be realized in different ways, with two variants of FIGS. 7 and 8 can be seen.
  • the estimator unit 35 which is realized here in the form of a real-time computational model, is supplied with the vehicle speed in the x-direction Vx, the lateral acceleration ay, the toe angle 6RAD of the wheel 14 and the camber angle YRAD of the wheel 14 .
  • the real-time calculation model or the estimator unit 35 determines on the basis of these variables the slip angle ⁇ of the wheel 14, which is fed to the tire characteristic unit 36 as an input variable.
  • the wheel load Fz acting on the wheel 14 or an approximate value of the latter is supplied as an input variable to the tire characteristic unit 36, which on the basis of the two variables .alpha. And F.sub.z in the schematically as a plurality of curves shown tire map 48 determines the operating point AP of the wheel 14. From the working point AP results, the actual lateral force (lateral force) Fyaktueii, which has a distance ⁇ Fy to the maximum allowable transmittable lateral force Fymax.
  • a value is available as the output variable of the tire characteristic unit 36 or the evaluation device 29, which characterizes the degree of utilization of the wheel or tire force potential as well as the absolute size of the corresponding tire force.
  • This output variable Fybez (possibly also ⁇ Fy) can then be used as an input variable for further control and / or control devices in the motor vehicle 7.
  • the first variant is preferably used with constant (high) friction coefficient.
  • a second variant of the evaluation device 29 is shown, wherein the estimator unit 35, the same sizes as shown in FIG. 7 are supplied.
  • the tire characteristic unit 36 is additionally supplied with the side force Fy measured on the wheel 14 as an input variable, which is determined, for example, on the basis of one or more measured values obtained from one or both angle measuring devices or from a separate sensor to be delivered.
  • the evaluation device 29 may have an additional, not shown here arithmetic unit, which may also be formed by the evaluation device 29 itself.
  • a lateral force Fybealt can then be determined by the tire characteristic unit 36 in the tire characteristic diagram 48. If this determination yields, for example, that the measured lateral force Fy is below the determined or calculated lateral force Fybealt, then the instantaneous coefficient of friction ⁇ prevailing between the tire 14 and the roadway 16 in the wheel contact point 15 is reduced. It then applies another map with a different ⁇ or the operating point in a multi-dimensional map in which ⁇ forms a parameter, would change.
  • a plurality of tire characteristic diagrams 48 for different coefficients of friction ⁇ or the abovementioned multidimensional characteristic field can be stored in the memory, so that the operating point AP can be determined in one of these characteristic diagrams, from which the current coefficient of friction ⁇ can be derived or is estimable.
  • the ratio of Fymax, transferable / Fz of the maximum transferable lateral force Fymax can be determined to be transferable to the wheel load Fz.
  • the determined variables or ratios ⁇ , Fybedded, Fyge messenger and / or Fymax, transmittable / Fz can then be output from output variables of the evaluation device 29 and the tire Kennfeldmaschine 36 and characterize the degree of utilization of the wheel or tire force potential.
  • the variants shown in FIGS. 7 and 8 are merely exemplary, so that other variables characterizing the force potential of the tire can also be determined and output by the evaluation device 29. Also, both variants can be combined.
  • the evaluation device 29, in particular the estimator unit 35 may also have other vehicle sizes, such as e.g. the longitudinal acceleration ax, the yaw angle ⁇ and the time derivative of the yaw angle d ⁇ / dt are supplied as input variables, wherein additional sensors in the motor vehicle 7 are provided or providable for the determination of these further variables.
  • the evaluation device 29 is preferably designed as a digital computer, wherein the arithmetic units, the estimator unit 35 and the tire identification unit 36 can be realized with the aid of this digital computer.
  • the digital computer may also perform all other calculations (such as Fz), time derivatives (such as dzrei / dt), etc. that are conducive or necessary for the evaluation of the data provided by the winkehness devices and, if applicable, the other sensors.
  • Fig. 9 is a simplified plan view of the motor vehicle 7 can be seen, wherein the four wheels 14, 33, 41 and 42 are each connected via schematically illustrated invention suspensions 47 to the vehicle body 6. Furthermore, the direction of travel x, the vehicle speed Vx in the x direction, the longitudinal force Fx acting on the wheel 14 and the transverse force (lateral force) Fy acting on the wheel 14 can be seen from FIG. 9.
  • FzRAD_Weight HlRAD * g, with g »9,81 Hl / s 2
  • FZRAD FZRAD_Masskraft + FZRAD_Weight + FzDämpfer + FZFeder + FZStab

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne une suspension de roue pour un véhicule (7), comportant un élément support (5), un support de roue (1) monté à distance de ce dernier, et une roue (14) montée de manière à pouvoir tourner sur le support de roue (1). Ce dernier (1) est raccordé à l'élément support (5) par l'intermédiaire d'un premier moyen de guidage (3; 17) et d'un premier moyen de raccordement (10) pivotant et par l'intermédiaire d'un deuxième moyen de guidage (2; 4) et d'un deuxième moyen de raccordement (8; 12) pivotant. Un premier dispositif de mesure angulaire (27, 28) est intégré dans le premier moyen de raccordement (10) pivotant et un deuxième dispositif de mesure angulaire (44, 45) est intégré dans le deuxième moyen de raccordement (8; 12) pivotant.
EP06722607A 2005-03-15 2006-03-14 Suspension de roue pour un vehicule Withdrawn EP1858717A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005012245A DE102005012245B4 (de) 2005-03-15 2005-03-15 Radaufhängung für ein Fahrzeug
PCT/DE2006/000450 WO2006097079A1 (fr) 2005-03-15 2006-03-14 Suspension de roue pour un vehicule

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EP1858717A1 true EP1858717A1 (fr) 2007-11-28

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EP06722607A Withdrawn EP1858717A1 (fr) 2005-03-15 2006-03-14 Suspension de roue pour un vehicule

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US (1) US7766354B2 (fr)
EP (1) EP1858717A1 (fr)
JP (1) JP2008537521A (fr)
KR (1) KR20070114732A (fr)
CN (1) CN101142100A (fr)
DE (1) DE102005012245B4 (fr)
WO (1) WO2006097079A1 (fr)

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WO2009096913A1 (fr) 2008-01-30 2009-08-06 Volvo Group North America, Inc. Système de commande d'espace pour tracteur semi-remorque
DE102008000472A1 (de) * 2008-02-29 2009-09-24 Zf Friedrichshafen Ag Radaufhängung für ein Fahrzeug
DE102008040212A1 (de) * 2008-07-07 2010-01-14 Zf Friedrichshafen Ag Radaufhängung für ein Fahrzeug
DE102009005889A1 (de) 2009-01-23 2010-08-12 Audi Ag Verfahren zum aktiven Einstellen einer Neigung eines Rades eines Kraftwagens, insbesondere von Sturz und Spur, und entsprechende Vorrichtung
WO2011025417A1 (fr) 2009-08-31 2011-03-03 Volvo Lastvagnar Ab Agencement de suspension de roue et véhicule comprenant un agencement de suspension de roue
US20130297154A1 (en) * 2011-01-17 2013-11-07 Volvo Group North America, Llc Tractor trailer gap control system
US9133900B2 (en) * 2013-12-16 2015-09-15 GM Global Technology Operations LLC Method and apparatus for suspension damping including negative stiffness employing a permanent magnet
CN105035091B (zh) * 2015-08-10 2017-09-29 北京经纬恒润科技有限公司 一种车身姿势变化的检测方法及装置
DE102016221306A1 (de) 2016-10-28 2018-05-03 Schaeffler Technologies AG & Co. KG Verstellbare Radaufhängung
DE102016221307A1 (de) 2016-10-28 2018-05-03 Schaeffler Technologies AG & Co. KG Aktuator
CN106529058B (zh) * 2016-11-17 2019-08-09 北京汽车研究总院有限公司 一种悬架前视几何运动分析的方法和装置
KR20180061574A (ko) 2016-11-29 2018-06-08 현대자동차주식회사 에너지 회생 장치가 적용된 차량의 현가장치
DE102017211396A1 (de) * 2017-07-04 2019-01-10 Zf Friedrichshafen Ag Anordnung einer Winkelmesseinrichtung
JP2021165055A (ja) * 2020-04-06 2021-10-14 株式会社Subaru 路面摩擦係数推定装置、及び、操舵装置

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US7766354B2 (en) 2010-08-03
US20080174083A1 (en) 2008-07-24
DE102005012245A1 (de) 2006-09-28
KR20070114732A (ko) 2007-12-04
JP2008537521A (ja) 2008-09-18
CN101142100A (zh) 2008-03-12
DE102005012245B4 (de) 2009-04-02
WO2006097079A1 (fr) 2006-09-21

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