EP1915264A1 - Procede de determination de la force d'appui d'une roue de vehicule a moteur - Google Patents

Procede de determination de la force d'appui d'une roue de vehicule a moteur

Info

Publication number
EP1915264A1
EP1915264A1 EP06723500A EP06723500A EP1915264A1 EP 1915264 A1 EP1915264 A1 EP 1915264A1 EP 06723500 A EP06723500 A EP 06723500A EP 06723500 A EP06723500 A EP 06723500A EP 1915264 A1 EP1915264 A1 EP 1915264A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
value
wheel
contact force
level control
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Withdrawn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
EP06723500A
Other languages
German (de)
English (en)
Inventor
Jörg Grotendorst
Marc Nettelmann
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental 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 Continental AG filed Critical Continental AG
Publication of EP1915264A1 publication Critical patent/EP1915264A1/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Withdrawn legal-status Critical Current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
    • B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • 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
    • B60G17/0195—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 regulation being combined with other vehicle control systems
    • 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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B60G17/0523—Regulating distributors or valves for pneumatic springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60G2400/206—Body oscillation speed; Body vibration frequency
    • 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
    • B60G2400/512—Pressure in suspension unit in spring
    • B60G2400/5122—Fluid spring
    • B60G2400/51222—Pneumatic
    • 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
    • B60G2500/20—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
    • B60G2500/30—Height or ground clearance
    • 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
    • B60G2600/70—Computer memory; Data storage, e.g. maps for adaptive 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
    • B60G2600/85—Speed of regulation
    • 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
    • B60G2800/016—Yawing 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
    • B60G2800/22—Braking, stopping
    • 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
    • B60G2800/702—Improving accuracy of a sensor signal
    • 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
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • 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
    • B60G2800/91—Suspension Control
    • B60G2800/916—Body Vibration Control
    • 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
    • B60G2800/922—EBV - Electronic brake force distribution
    • 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 method for determining the wheel contact force of a motor vehicle wheel with a level control system, wherein the level control system comprises a control unit, a pressure source, a pressure sink and at least one pressure sensor, and wherein the motor vehicle wheel is associated with a spring element, with which the vehicle body is cushioned against the vehicle wheel ,
  • Modern motor vehicles often have at least one driving stability system, such as e.g. an anti-lock braking system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled driving stability system (ABS) or an electronically controlled AVS.
  • ABS anti-lock braking system
  • ESP Stability Program
  • Today's driving stability programs monitor with sensors the rotation of the wheels of the motor vehicle and derive the necessary for a control process controlled variables, for example, the braking force on the individual wheels from.
  • the existing driving stability programs could be improved if, in addition to the speeds, the wheel contact forces of the individual wheels could be monitored.
  • a wheel with a low wheel contact force is to apply less braking force than a wheel with a high contact force to suppress blocking of the wheel in the same driving situation of the motor vehicle.
  • a method is known with which the wheel contact forces of the wheels of the motor vehicle can always only be determined before or after a level control procedure.
  • the invention has for its object to provide a method by which the wheel contact force of a wheel of a motor vehicle during a level control operation can be determined in a simple manner.
  • the invention achieves the advantage that in a motor vehicle having a level control system, the wheel contact forces on the wheels, to which a spring element is assigned, can be easily calculated. If each wheel of the motor vehicle is assigned a spring element, the wheel contact forces of all wheels of the motor vehicle can already be calculated during a level control procedure. There are no additional switching operations of the valves for pressure measurement or the like necessary, which increases the life of the valves or simplifies the design of the valves and thus reduces costs.
  • the level control system does not need to have components for calculating the wheel contact forces that are not already present in a conventional level control system. For this reason, the cost of a level control system in which the wheel contact forces are calculated, compared to a conventional level control system does not increase.
  • a table or a characteristic curve is stored in the control unit of the level control system, from which the first value of Radaufstandskraft from the determined value of the handheldverstellieri can be determined.
  • a second value of the wheel contact force of the motor vehicle wheel is determined as a function of the pressure in the spring element and the volume of the spring element, wherein the volume of the spring element from the cross-sectional area of the spring element and the height of the vehicle level or a second value of the wheel contact force of the vehicle wheel is retrieved from a memory of a control unit of the level control system, and the first value of the wheel contact force is compared with the second value of the wheel contact force.
  • the effective cross-sectional area of the spring element changes little or not at all depending on its deflection, as is the case, for example, with an air spring with a strictly cylindrical rolling piston.
  • the height dependence of the effective cross-sectional area of the spring element is taken into account, as claimed in claim 2.
  • the advantage of this development can be seen in the fact that the first value and the second value of the wheel contact force can be matched to each other and thus a quasi calibration of the measurement of the first value of Radaufstandskraft with the second value of Radaufstandskraft is possible.
  • This tuning can take place at fixed intervals or always after the level control process following a determination of the second value of the wheel contact force and the associated determination of the first value of the wheel contact force.
  • the first value of the Radaufstandskraft is adapted to the second value of the Radaufstandskraft.
  • the advantage of this development can be seen in the fact that the first value of the Radaufstandskraft can be adjusted during a level control process as a result of the change of external vehicle conditions to the second value of Radaufstandskraft from the stationary calculation and thus calculated exactly.
  • This adaptation can take place at fixed intervals or always after the level control operation following a determination of the second value of the wheel contact force and the associated determination of the first value of the wheel contact force.
  • the height-dependent effective cross-sectional area and the height-dependent spring stiffness of the spring element can be determined from a table or from a characteristic in a simple manner.
  • Radaufstandskraft is determined.
  • the advantage of this development can be seen in the fact that, statistically speaking, an average value of two measured values yields a more accurate value, in particular if the determination of the second value of the wheel contact force is not possible with sufficient accuracy.
  • the mean value can be formed as a geometric or arithmetic average of the first and the second value of the wheel contact force.
  • the assignment of the bonneverstell quite is adapted to the first value of the Radaufstandskraft due to the comparison of the first value of the Radaufstandskraft with the second value of Radaufstandskraft.
  • the advantage lies in the fact that the determination of the first value of the wheel contact force from the determined value of the level adjustment speed is also adapted for the future measurements and assignments to the "calibration" of the first value of the wheel contact force to the second value of the wheel contact force and thus a subsequent adjustment becomes superfluous.
  • the second value of the wheel contact force of the motor vehicle wheel is determined after switching on the ignition of the motor vehicle.
  • the advantage of this development of the invention is the fact that the second value of Radaufstandskraft always takes place after a standstill of the vehicle and possibly carried out load change of the vehicle at a standstill, so there is always a current and more accurate second value of Radaufstandskraft in the level control system.
  • the second value of the wheel contact force of the motor vehicle wheel is determined at certain variable intervals.
  • the first and / or the second value of the wheel contact force of the vehicle wheel is stored in a memory of the control unit of the level control system.
  • the spring element is an air spring.
  • the advantage lies in the fact that an assignment of Radaufstandskraft tossenverstell Anlagen at an air spring in a particularly simple manner is possible.
  • the second, stationary value of Radaufstandskraft in a level control system with air spring with the existing components of the level control system can be determined.
  • the spring element is a hydropneumatic spring element. The advantage lies in the fact that even for a level control system with hydropneumatic struts a possibility is provided to determine the wheel contact force quickly and with simple means.
  • an attenuation coefficient of a damper is taken into account.
  • the advantage of this development of the invention is the fact that even with active or semi-active level control systems with adjustable dampers or adjustment of the damper forces of the corresponding damper Radaufstandskraft considered the current damper forces.
  • the damping forces for example, in a spring element, which consists of an air spring with a hydraulic shock absorber, vary greatly and thus exert a great influence on the current Radaufstandskraft, which hereby taken into account in determining the first and / or the second value of the wheel contact force.
  • the determination of the current first and / or second value of the wheel contact force of a motor vehicle wheel is sufficiently accurate.
  • FIG. 1 shows a level control system in a schematic representation
  • FIG. 2 shows an air spring in cross-section
  • FIG. 3 shows a diagram
  • Figure 4 is a diagram.
  • FIG. 1 shows a highly schematic representation of an air suspension system as an example of a level control system for a motor vehicle, with only the necessary components for the following explanations are shown.
  • the air suspension system has air springs 2a, 2b, which are associated with the front axle of the motor vehicle, and over Air springs 2c, 2d, which are associated with the rear axle of the motor vehicle.
  • Air springs 2a to 2d a (not shown) vehicle body of the motor vehicle is resiliently mounted relative to the axes.
  • the air springs 2a, 2b are connected via a transverse line 4a and the air springs 2c, 2d via a transverse line 4b with each other in combination.
  • Each transverse line 4a, 4b contains two transverse check valves 6a, 6b and 6c, 6d, one of which is assigned to one air spring 2a to 2d.
  • the transverse line 4a, 4b communicate with another line 8, via which the air springs 2a to 2d are filled with compressed air by means of the compressor 12 or via the compressed air from the air springs 2a to 2d via the valve 14 into the atmosphere is drained.
  • the control inputs 10 of the control valves of the respective valves 6a to 6d, 14 and the compressor 12 are driven.
  • Line 8 via a pressure sensor 24 and height sensors 16, 18, 20 and 22, one of which is associated with an air spring 2a to 2d of the air suspension system.
  • the pressure sensor 24 the pressure in the air springs 2a to 2d can be measured.
  • the height sensors 16 to 22 the current altitude of the air springs 2a to 2d or the altitude of the vehicle body can be measured. How this is done in detail will be explained later.
  • Wheel bearing force FS calculated on a motor vehicle wheel according to the following formula:
  • Air spring i For example, if the second value of the wheel contact force for the
  • the calculation of the second value of the wheel contact force of a motor vehicle wheel takes place on the basis of the rest position of the vehicle body in the region of Motor vehicle wheel, ie when determining the second value of the wheel contact force, it is assumed that the vehicle body is at rest in the area of the motor vehicle. How the rest position is determined will be explained later in detail.
  • each individual air spring 2a to 2d is preferably measured stepwise for each individual air spring in order to calculate the second value of the wheel contact force.
  • the air spring 2a is explained below, as happens at standstill of the motor vehicle (almost at rest of the motor vehicle is ensured that the vehicle body is actually in the range of each vehicle wheel at rest): From the control unit 10 is first the input of the cross-check valve 6a energized, so that it goes from the ground state shown in Figure 1 in its switching state. The remaining valves 6b to 6d and the valve 14 remain in their basic state shown in FIG. The air spring 2a is then connected via the transverse line 4a and the line 8 to the pressure sensor 24.
  • the air pressure present in the air spring 2a has settled on the pressure sensor 24 and is then continuously measured over a period of time which is preferably between 1 and 5 seconds.
  • the pressure sensor 24 forms an average value from the measured values and transmits this to the control unit 10.
  • the control unit 10 the measured mean pressure value of the air spring 2a is assigned and stored (the control unit 10 is "aware" that the transmitted mean pressure value belongs to the air spring 2a, because After the pressure has been measured, the control input of the transverse blocking valve 6a is no longer supplied with current by the control unit 10, so that the latter returns to its basic state.
  • the air pressure can be measured in the air springs 2b to 2d per se in the same manner. From the control unit 10 then only the corresponding cross-blocking valve 6b to 6d is to be controlled.
  • the air pressure can also be measured during the drive of the vehicle.
  • the valve opening time of the corresponding cross-check valve then becomes extended only to a duration of about 2 to 10 seconds, so that the corresponding pressure value in an air spring 2a to 2d over a longer period at the pressure sensor 24 is applied and thus averaging over a long period is possible.
  • pressure fluctuations which are due to a fluctuation of the vehicle body to its rest position, are thus filtered out in the averaging.
  • the pressure in the air spring 2a to 2d can be measured, which is present in the rest position of the vehicle body in this air, although the vehicle body is actually not at rest.
  • a constant value can be used for the effective cross-sectional area of the air spring. This is particularly possible if it is not or only to a small extent dependent on the current height of the air spring 2a to 2d. In most cases, however, the effective cross-sectional area of the air springs 2a to 2d is a function of their current
  • Altitude is preferably determined by means of the height sensors 16 to 22 and a table or a characteristic curve (see FIG. 3) shows the effective cross-sectional area of the air spring 2 to 2d belonging to the current altitude.
  • a table or a characteristic curve shows the effective cross-sectional area of the air spring 2 to 2d belonging to the current altitude.
  • the rest position of the corresponding air spring 2a to 2d authoritative i.
  • the altitude of the air spring which is taken when the vehicle body and the wheels of the vehicle in the air spring in the vertical direction is at rest.
  • the rest position of the air springs 2a to 2d determined directly from the signal of the height sensors 16 to 22 and stored in conjunction with the corresponding air spring 2a to 2d in the control unit. If the rest position of the air springs 2a to 2d to be determined when the current altitude of the air springs 2a to 2d, eg on Due to a vibration of the Falirzeug essences or the wheels, constantly changing, so in the control unit 10, the corresponding signal of the height sensors 16 to 22 is averaged over a longer period. In this case, the fluctuations around the rest position of the air springs 2a to 2d are filtered out. The period over which averaging is preferably 15-150 seconds.
  • the stationary axle load distribution ALVT can be calculated according to the following formula:
  • This value is always between 0 and 1. If, for example, a value of 0.6 results, this means that 60% of the total vehicle mass will rest on the front axle and accordingly 40% on the rear axle.
  • the The Spotify horrinsky stellising during a level control process is determined by the temporal change in the altitude of the respective air spring i from the signals of the corresponding height sensors 16, 18, 20, 22.
  • the assignment of the first value of the Radaufstandskraft the respective motor vehicle wheel to the corresponding determined bonneverstellising carried out using a table which has previously been determined and stored in the control unit 10 of the level control system, or by means of a in the control unit 10 stored characteristic (see Fig. 4), which also the spring stiffness k; the respective air spring i taken into account in determining the first value of the wheel contact force.
  • the air spring i can be based on a constant value. This is possible in particular if it is not or only slightly dependent on the current altitude of the air spring i. Preferably, however, the height dependence of the spring stiffness k; considered.
  • a table or a characteristic is stored, from which the spring stiffness for the current height h; (t) can be determined.
  • Vehicle weight EC of the motor vehicle can be calculated as follows:
  • EG ES 2a + ES 2b + ES 2c + ES 2d
  • ALEVS ES 2a + ES 2b
  • ALEHS ES 2c + ES 2d .
  • the stationary axle load distribution ALVT can be calculated according to the following formula:
  • ALEVT ALEVS / EC
  • This value is always between 0 and 1. If, for example, a value of 0.6 results, this means that 60% of the total vehicle mass will rest on the front axle and accordingly 40% on the rear axle.
  • Foam, i means the force of the damper on the wheel i, Kuempf, i the damping coefficient of the damper on the wheel i, Vj the speed that the motor vehicle i has relative to the vehicle body.
  • H (t) the current altitude of the air spring at time t and H; (t - ⁇ t) the current altitude of the air spring i at time t - ⁇ t.
  • the damping forces are, according to the above formula to the overall wheel contact forces F total ;, according to the above formula131zuadd Schl.
  • the damping coefficient Krampf, i can be based on a constant value. If dampers with adjustable damping coefficients are used in the motor vehicle, however, the attenuation coefficient currently calculated by the control electronics of the damper is preferably taken into account in the calculation of the damping force.
  • the pressure values and height values necessary for determining the wheel contact forces mentioned above are only made by the pressure sensor 24 or by the height sensors 16 to 22 when the control unit 10 registers that the ignition of the vehicle is switched on and the doors and the boot are closed. In this case, the mass of the motor vehicle, which influences the wheel contact forces, no longer changes significantly.
  • an activation of the pressure measurement by the control unit 10 takes place only when the infernal deviation at each air spring 2a to 2d is in a tolerance range to a predetermined position for the corresponding air spring. After the control process on an axle of the motor vehicle, the control unit 10 again measures the pressure in the air springs 2a to 2d, which are assigned to the axle, because this may have changed as a result of the control process.
  • a pressure measurement is not made by the control unit 10 during a cornering of the vehicle, because of the influence of the anti-roll bars on the air springs 2a to 2d, the result could falsify.
  • a pressure measurement is not made by the control unit 10 during a level control process, so that it can be completed in the shortest possible time.
  • FIG. 2 shows an air spring 2a to 2d in cross section.
  • the bellows 26 of the air spring 2a to 2d rolls on a rolling piston 28.
  • a rolling fold 30 forms on the rolling piston 28.
  • the outer boundary circle of the effective cross-sectional area A At the point where the tangents 32 to the bellows 26 of the air spring are perpendicular to the spring force or load F, the outer boundary circle of the effective cross-sectional area A.
  • FIG. 3 shows a diagram in which the effective cross-sectional area A and the spring stiffness k of an air spring 2 a to 2 d are plotted over the height h.
  • the graph shows a characteristic curve 34, which shows the dependence of the effective
  • Cross-sectional area A of the height h reproduces.
  • the graph shows a characteristic curve 36, which reproduces the dependence of the spring stiffness k of an air spring on the height.
  • a corresponding diagram is stored for all air springs 2a to 2d, which show a different dependence, so that the control unit for calculating the wheel contact forces with knowledge of the current altitude h of the air spring the current value for the cross-sectional area A and for the spring stiffness k can determine.
  • FIG. 4 shows a diagram in which the height h of the vehicle level is plotted over the time t.
  • the level control range extends from the lowest possible level hl to the highest possible level h2.
  • the characteristic curve 40 shows the change in the height of the vehicle level over time from the lowest possible level hl to the highest possible level h2 in an empty vehicle, wherein a level change can be carried out correspondingly quickly.
  • the characteristic curve 42 shows the change in the height of the vehicle level over time from the lowest possible level hl to the highest level h2 in a fully loaded vehicle, wherein a Level change with the maximum permissible total weight takes longer.
  • the area between the two characteristic curves represents the entire level control range of the level control system of a corresponding vehicle.
  • Control unit of the level control system be stored.
  • two further characteristic curves 44 and 46 for two further defined load states are shown.
  • the determination of the first value of the wheel contact force proceeds as follows. First, the current level adjustment speed, i. the change in the height of the vehicle body over time, for example, at the beginning tl or shortly after the start of a level control process, determined. With the current height level and the determined bonneverstellica can be determined from the curves 40, 42, 44, 46 of the loading state of the vehicle.
  • a set of leveling speeds are known which correspond to the slope of the respective characteristic curve 40, 42, 44, 46 at the determined height level and one each
  • Loading state of the vehicle are assigned.
  • four level adjustment speeds, each with an associated load state, are known for a certain height level, so that with the aid of the current height level of the vehicle and the determined level adjustment speed at least or at least substantial agreement with one of the known
  • the thus determined load state of the vehicle can be assigned, for example, based on empirical data of a corresponding wheel contact force of a motor vehicle wheel of a vehicle, which corresponds to the first value of Radaufstandskraft. These data are stored for example in a memory of the level control system.
  • the number of characteristics 44, 46 between the idle-vehicle characteristic 40 and the fully-loaded vehicle characteristic 42 may be increased.
  • the assignment of the ascertained level adjustment speed to one of the level adjustment speeds known from the characteristic curves 40, 42, 44, 46 would be simpler and more precise, and their matchability or approximate matching possibility would be increased.
  • intermediate values between the characteristic values of both the level adjustment speeds and the assignable load states and the corresponding wheel contact forces can be determined using known interpolation methods or other known calculation methods.
  • the change in the amount of air or the pressure in the level control system due to temperature fluctuations and / or leakage is continuously monitored in the form of pressure measurements in the corresponding components of the level control system.
  • the influence of the pressure changes or the change in the amount of air in the level control system on the characteristic curves 40, 42, 44, 46 is taken into account by corresponding correction values.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Procédé de détermination de la force d'appui d'une roue de véhicule à moteur à l'aide d'un système de réglage de niveau qui comporte une unité de commande, une source de pression, un dispositif de dépression et au moins un capteur de pression. La roue du véhicule est associée à un élément ressort à l'aide duquel la carrosserie du véhicule se trouve en suspension par rapport à la roue du véhicule. La vitesse de réglage du niveau de la carrosserie du véhicule par rapport à la roue de véhicule est déterminée pendant un processus de réglage de niveau et une première valeur de la force d'appui de la roue est déterminée à partir de la valeur déterminée de la vitesse de réglage de niveau.
EP06723500A 2005-05-23 2006-03-17 Procede de determination de la force d'appui d'une roue de vehicule a moteur Withdrawn EP1915264A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510023654 DE102005023654A1 (de) 2005-05-23 2005-05-23 Verfahren zur Bestimmung der Radaufstandskraft eines Kraftfahrzeuges
PCT/EP2006/002456 WO2006125488A1 (fr) 2005-05-23 2006-03-17 Procede de determination de la force d'appui d'une roue de vehicule a moteur

Publications (1)

Publication Number Publication Date
EP1915264A1 true EP1915264A1 (fr) 2008-04-30

Family

ID=36441314

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06723500A Withdrawn EP1915264A1 (fr) 2005-05-23 2006-03-17 Procede de determination de la force d'appui d'une roue de vehicule a moteur

Country Status (3)

Country Link
EP (1) EP1915264A1 (fr)
DE (1) DE102005023654A1 (fr)
WO (1) WO2006125488A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080224428A1 (en) * 2007-03-14 2008-09-18 Smith Mark C Control unit for suspension using single pressure sensor
WO2014014460A1 (fr) 2012-07-19 2014-01-23 Continental Teves Ag & Co. Ohg Système de ressort pneumatique incorporant une détection de surcharge
DE102012112466B4 (de) * 2012-12-18 2023-07-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Vorrichtung zur Kompensation von Aufbaubewegungen
JP6221693B2 (ja) * 2013-11-29 2017-11-01 アイシン精機株式会社 車高調整装置
DE102015006650A1 (de) 2015-05-22 2016-04-28 Audi Ag Verfahren zum Einstellen eines Aufbaus eines Kraftfahrzeugs
DE102015217916B4 (de) * 2015-09-18 2017-06-08 Schaeffler Technologies AG & Co. KG Kraftfahrzeug und Verfahren zur Ermittlung einer Radaufstandskraft für jedes Rad eines Kraftfahrzeugs

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4003746C2 (de) * 1990-02-08 1998-07-09 Wabco Gmbh Einrichtung zur Erzeugung eines gewichtsabhängigen Signals bei einem Fahrzeug mit Luftfedern
DE19546727A1 (de) * 1995-12-14 1997-06-19 Wabco Gmbh Niveauregeleinrichtung
DE19546728A1 (de) * 1995-12-14 1997-06-19 Wabco Gmbh Niveauregeleinrichtung
DE19959012C5 (de) * 1999-12-08 2008-09-11 Continental Aktiengesellschaft Verfahren zur Steuerung bzw. Regelung des Niveaus eines Fahrzeugaufbaus eines Kraftfahrzeuges
DE19963402A1 (de) * 1999-12-28 2001-07-12 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Gewichts/der Masse eines Fahrzeugs
DE10017506C2 (de) * 2000-04-07 2002-08-01 Continental Ag Verfahren zur Bestimmung der Radaufstandskraft eines Kraftfahrzeuges

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2006125488A1 *

Also Published As

Publication number Publication date
WO2006125488A1 (fr) 2006-11-30
DE102005023654A1 (de) 2006-11-30

Similar Documents

Publication Publication Date Title
EP1274596B1 (fr) Procede de determination de la charge sur roue d'un vehicule a moteur
DE68917601T2 (de) Regelungsvorrichtung.
EP2393677B1 (fr) Procédé pour réguler la suspension d'un véhicule automobile et dispositif pour mettre en oeuvre ce procédé
DE112010005840B4 (de) Fahrzeugregelungsvorrichtung
DE3907111C2 (de) Steuerung für die verstellbaren Radaufhängungen eines Fahrzeugs
DE4136262C2 (de) Fahrwerk eines Kraftfahrzeuges
EP0894053A1 (fr) Systeme actif de suspension
EP0270893A2 (fr) Dispositif pour le contrôle actif des suspensions de véhicules automobiles
DE19918597A1 (de) Verfahren zur Reduktion der Kippgefahr von Straßenfahrzeugen
DE3830129C2 (fr)
DE69929493T2 (de) Steuersystem für eine Fahrzeugradaufhängung und Verfahren
WO2006125488A1 (fr) Procede de determination de la force d'appui d'une roue de vehicule a moteur
EP0844114B1 (fr) Régulation de niveau avec commande des amortisseurs de la suspension
WO2006010456A1 (fr) Dispositif de stabilisation et procede de stabilisation de la conduite d'un vehicule par analyse spectrale
DE102022119011A1 (de) Luftfederungssteuerung
EP1571014A2 (fr) Aide au démarrage pour un véhicule
DE102005062285A1 (de) Vorrichtung und Verfahren zur Schätzung der Schwerpunktlage bei einem Fahrzeug
DE102005062286A1 (de) Vorrichtung und Verfahren zur Schätzung der Schwerpunktlage bei einem Fahrzeug
WO2004089663A1 (fr) Amortissement actif de roulis
EP3093170B1 (fr) Procede et dispositif de reglage ou de commande d'un dispositif d'amortissement semi-actif d'un vehicule automobile
DE102022204970B3 (de) Verfahren zur Veränderung einer Niveaulage eines Kraftfahrzeugs durch ein aktiv verstellbares Fahrwerk
DE19648175C2 (de) Steuerungsverfahren für Schwingungsdämpfer in einem Fahrzeug mit einer Niveauregeleinrichtung
DE102017112727A1 (de) Virtueller Schwingungsdämpfer
DE4436441A1 (de) Verfahren zur Steuerung eines Kraftfahrzeugfahrwerks
DE102005062282A1 (de) Vorrichtung und Verfahren zur Schätzung der Schwerpunktlage bei einem Fahrzeug

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20080110

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

17Q First examination report despatched

Effective date: 20080520

DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: CONTINENTAL TEVES AG & CO. OHG

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20110915