EP3870464A1 - Method for operating an actuator of an active chassis device and active chassis device - Google Patents

Method for operating an actuator of an active chassis device and active chassis device

Info

Publication number
EP3870464A1
EP3870464A1 EP19770049.5A EP19770049A EP3870464A1 EP 3870464 A1 EP3870464 A1 EP 3870464A1 EP 19770049 A EP19770049 A EP 19770049A EP 3870464 A1 EP3870464 A1 EP 3870464A1
Authority
EP
European Patent Office
Prior art keywords
actuator
vehicle
vehicle wheel
active chassis
chassis device
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Withdrawn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
EP19770049.5A
Other languages
German (de)
French (fr)
Inventor
Philip NIEMEYER
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 EP3870464A1 publication Critical patent/EP3870464A1/en
Withdrawn legal-status Critical Current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
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
    • 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
    • B60G17/0152—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 action on a particular type of suspension unit
    • B60G17/0157—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 action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • 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
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • 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
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance

Definitions

  • the invention relates to a method for operating an actuator of an active chassis device for influencing the level of at least one vehicle wheel according to the preamble of claim 1 and an active chassis device according to the preamble of claim 7.
  • chassis technology Active chassis devices for influencing the level of a vehicle wheel of a motor vehicle are known from chassis technology. It is known, among other things, to equip motor vehicles with a so-called roll stabilizer in order to increase vehicle stability and driving comfort.
  • this is an essentially C-shaped torsion bar spring, which is rotatably mounted in the central area with respect to the body and whose outer, opposite ends are each coupled to a wheel suspension. Thanks to this design, the roll stabilizer ensures that the body of the vehicle not only deflects on the outside of the curve (due to the centrifugal force) when cornering, but also that the wheel on the inside of the curve also compresses slightly.
  • the roll stabilizer comprises an actuator and is divided into two stabilizer sections that can be rotated relative to one another with the aid of the actuator. By rotating the stabilizer sections relative to one another, a rolling movement of the vehicle body is specifically generated or a rolling movement of the vehicle body caused by external influences is counteracted in a targeted manner.
  • Roll stabilizers are known in which an electric motor serves as the drive, which is connected to the drive, for example, with a multi-stage planetary gear for translating the torque or the speed of the electric motor.
  • an adjustable roll stabilizer represents an application example of an active chassis device, since the level of at least one vehicle wheel of the motor vehicle can be influenced by means of the actuator.
  • the level signals of individual wheels is intended to make it possible for relative movements of individual wheels in the vertical direction caused by uneven roads, which adversely affect vehicle stability and driving comfort, through targeted tracking by means of targeted actuation of the actuator (for example, to briefly extend the wheel in question cal to raise and lower again) can be compensated.
  • the disturbance variable compensation described in this way has the disadvantage that it reacts relatively sluggishly, ie with a disadvantageous time delay. This is due to the fact that height signals from vehicle wheels are measured at a relatively large distance from the center of the wheel due to the design. The elastokinematics in between falsify and slow down the signals. The vertical wheel acceleration is also slowed down by the radial transmission behavior of the tire.
  • a corresponding active chassis device is to be specified with which this can be carried out.
  • the object is first achieved by a method for operating an actuator of an active chassis device with the features of claim 1.
  • This is a method for operating an actuator of an active chassis device to influence the level of at least one vehicle wheel, in that the actuator is controlled as a function of a sensor-detected operating parameter of the vehicle.
  • the method is characterized in that the speed of a vehicle wheel is taken into account for the actuation of the actuator.
  • the wheel speed as an operating parameter flowing into the control was recognized as an advantageous alternative.
  • wheel speed signals are already recorded in most motor vehicles anyway, since these are already being used for other vehicle stability systems or anti-lock braking systems anyway.
  • Speed signals from vehicle wheels are therefore available in a high-resolution manner in most motor vehicles anyway.
  • the wheel speed should now also be used to control an actuator influencing the level of the vehicle wheel. Taking the speed into account also offers the advantage that due to the relatively high torsional rigidity, excitations from the roadway profile - in comparison to, for example, vertical acceleration sensors - can be detected earlier with them.
  • the actuation of the actuator does not of course have to take place solely on the basis of the rotational speed of a vehicle wheel, but that the rotational speeds of other wheels and / or other operating parameters of the vehicle can also be incorporated into the actuation.
  • the rotational speed of a vehicle wheel is used to generate information relating to the nature of the road surface traveled by the vehicle wheel, this information being incorporated into the actuation of the actuator.
  • the information generated is, in particular, the presence of uneven road surfaces.
  • the speed of several vehicle wheels is taken into account for the actuation of the actuator.
  • the speeds of, for example, the left and the right wheel of the same vehicle axle it could be recognized, for example, that one wheel is traveling on an uneven road surface (speed change), while the other wheel is traveling on a flat road surface (constant speed).
  • control takes place in such a way that, in the event of a relative movement of the vehicle wheel caused by an uneven roadway, the actuator is controlled such that by influencing the level of the affected vehicle wheel, preferably by adjusting the associated stabilizer section, an at least partial tracking of the relative movement is carried out.
  • the rotational speed of a vehicle wheel is used to identify a roadway characteristic in order to operate the actuator of the active chassis device in a suitable operating mode depending on a recognized roadway characteristic.
  • the roadway characteristic is recognized.
  • the actuator is then operated in a suitable operating mode, depending on the detected roadway characteristic.
  • the actuator in the active chassis device can accordingly be operated in a street mode and / or in an off-road mode.
  • an active chassis device with the features of claim 7.
  • This is an active chassis device for influencing the level of at least one vehicle wheel, comprising an actuator and a control device that can be operated To control the actuator as a function of a sensor-acquired operating parameter of the vehicle, in particular using the method described above.
  • the active chassis device is characterized by a speed sensor for detecting the speed of a vehicle wheel in order to take this into account as an operating parameter for the actuation of the actuator.
  • the active chassis device for influencing the level of at least one vehicle wheel can in principle be various types of devices. According to a preferred embodiment, this is a different adjustable roll stabilizer. In this case, the height of two vehicle wheels on one axle can be influenced relative to one another by means of the actuator.
  • the adjustable roll stabilizer has two stabilizer sections which can be rotated relative to one another about an axis of rotation by means of the actuator and which are each coupled to a wheel suspension in a region remote from the axis of rotation.
  • the active chassis device is assigned to a front axle and / or a rear axle of a multi-wheel, in particular four-wheel motor vehicle.
  • Fig. 1 shows an adjustable roll stabilizer of a motor vehicle in
  • the adjustable roll stabilizer 1 shows an adjustable roll stabilizer 1 in a schematic view to illustrate the preferred area of application of the invention. At the same time, this is also an active chassis device 1 for influencing the level of at least one vehicle wheel 2a, 2b in the sense of the invention, as explained below.
  • the adjustable roll stabilizer 1 is - when installed in a motor vehicle - part of a chassis (not shown) of a motor vehicle (not shown).
  • a first wheel 1a and a second wheel 2b arranged on the opposite side of the vehicle are each connected to the body of the motor vehicle via a wheel suspension 3a or 3b, which is not to be explained in detail.
  • Each of the wheel suspensions 3a or 3b is coupled to one end of an associated stabilizer section 4a or 4b of the adjustable roll stabilizer 1.
  • the two stabilizer sections 4a and 4b are connected to one another in the vehicle center via an actuator 7.
  • the adjustable roll stabilizer 1 is mounted so as to be rotatable about an axis of rotation 5 with respect to the vehicle body (not shown).
  • the stabilizer sections 4a and 4b are in drive connection with one another via the electric motor and the gearbox - for example a multi-stage planetary gearbox.
  • the two stabilizer sections 4a, 4b are rigidly connected to one another via the actuator 7.
  • the stabilizer sections 4a, 4b can be rotated relative to one another about the axis of rotation 5 depending on the direction of rotation of the electric motor.
  • the roll stabilizer 1 can thus be adjusted in a manner known per se.
  • a control device 8 is also assigned to the adjustable roll stabilizer 1, as shown in FIG.
  • the control device 8 can be operated to control the actuator 7, in particular in order to adjust it, i. H. the stabilizer sections 4a and 4b to rotate against each other about the axis of rotation 5.
  • each of the vehicle wheels 2a, 2b is assigned a speed sensor 6a, 6b for detecting the speed of the respective vehicle wheel 2a, 2b.
  • the speed signals of each speed sensor 6a or 6b are input to the control device 8.
  • the control device 8 can be operated to control the actuator 7 taking into account the speeds of the vehicle wheels 2a, 2b.
  • adjustable roll stabilizer 1 shown in FIG. 1 can in principle be an active chassis device of a front axle and / or a rear axle of a multi-wheeled, in particular four-wheeled motor vehicle.
  • the method according to the invention can be carried out according to claim 1.
  • the actuator 7 is activated as a function of a sensor-detected operating parameter of the vehicle, the speed of a vehicle wheel 2a or 2b being taken into account for the activation of the actuator 7.
  • FIG. 2 shows a graphical representation of the course of measured variables measured over time over time. The dashed line shows the course of the height difference. To generate this curve, the level signals were recorded on a motor vehicle on opposite wheels of an axle and their difference was formed.
  • the curve shows that the height difference drops from a value initially around zero to a negative low point (below minus 60 mm), then rises to a positive maximum (above 40 mm) to finally fall off again.
  • the wheel speed was also recorded on the vehicle wheel that is driving over the uneven road.
  • the continuous line corresponds to the integral over the detected wheel speed.
  • the integral above the wheel speed drops from zero to a minimum (below minus 0.4) when driving over the uneven road surface, then rises to a maximum (above 0.2) and then finally drops again.
  • the deflection associated with the unevenness of the road takes place much earlier in the case of the continuously drawn curve, ie the integral over the wheel speed, than in the case of the curve shown in dashed lines (height difference curve).
  • the wheel speed or a mathematically related variable such as the integral can be used to detect an event (unevenness of the roadway) affecting the vehicle wheel in question earlier than can be carried out by detecting the level.

Abstract

The invention relates method for operating an actuator (7) of an active chassis device (1) to influence the height of at least one vehicle wheel (2a, 2b), by the actuator (7) being controlled as a function of a sensor-detected operating parameter of the vehicle, is distinguished by the fact that the rotational speed of a vehicle wheel (2a, 2b) is taken into account for the control of the actuator (7).

Description

Verfahren zum Betreiben eines Aktuators einer aktiven Fahrwerkeinrichtunq und aktive Fahrwerkeinrichtunq  Method for operating an actuator of an active chassis device and active chassis device
Die Erfindung betrifft ein Verfahren zum Betreiben eines Aktuators einer aktiven Fahrwerkeinrichtung zur Beeinflussung des Höhenstandes zumindest eines Fahr- zeugrads gemäß dem Oberbegriff des Anspruchs 1 sowie eine aktive Fahrwerkein- richtung gemäß dem Oberbegriff des Anspruchs 7. The invention relates to a method for operating an actuator of an active chassis device for influencing the level of at least one vehicle wheel according to the preamble of claim 1 and an active chassis device according to the preamble of claim 7.
Aus der Fahrwerktechnik sind aktive Fahrwerkeinrichtungen zur Beeinflussung des Höhenstandes eines Fahrzeugrads eines Kraftfahrzeugs bekannt. Unter anderem ist es bekannt, Kraftfahrzeuge mit einem sogenannten Wankstabilisator auszustatten, um die Fahrzeugstabilität sowie den Fahrkomfort zu steigern. In einfachster Ausfüh- rung handelt es sich hierbei um eine im Wesentlichen C-förmige Drehstabfeder, die im mittigen Bereich drehbar gegenüber der Karosserie gelagert ist und deren äußere, sich gegenüberliegende Enden jeweils mit einer Radaufhängung gekoppelt sind. Durch diese Konstruktion sorgt der Wankstabilisator dafür, dass die Karosserie des Fahrzeugs bei einer Kurvenfahrt nicht nur an der kurvenäußeren Seite einfedert (be- dingt durch die Zentrifugalkraft), sondern dass zudem auch das kurveninnere Rad geringfügig einfedert. Active chassis devices for influencing the level of a vehicle wheel of a motor vehicle are known from chassis technology. It is known, among other things, to equip motor vehicles with a so-called roll stabilizer in order to increase vehicle stability and driving comfort. In the simplest version, this is an essentially C-shaped torsion bar spring, which is rotatably mounted in the central area with respect to the body and whose outer, opposite ends are each coupled to a wheel suspension. Thanks to this design, the roll stabilizer ensures that the body of the vehicle not only deflects on the outside of the curve (due to the centrifugal force) when cornering, but also that the wheel on the inside of the curve also compresses slightly.
Zur weiteren Steigerung des Fahrkomforts ist es weiterhin bekannt, derartige Wank- stabilisatoren verstellbar auszuführen. Der Wankstabilisator umfasst dazu einen Ak- tuator und ist in zwei mit Hilfe des Aktuators relativ zueinander verdrehbare Stabil isa- torabschnitte geteilt. Durch Verdrehung der Stabilisatorabschnitte zueinander wird eine Wankbewegung des Fahrzeugaufbaus gezielt erzeugt oder einer durch äußere Einflüsse hervorgerufenen Wankbewegung des Fahrzeugaufbaus gezielt entgegen- gewirkt. Es sind Wankstabilisatoren bekannt, bei denen ein Elektromotor als Antrieb dient, welcher beispielsweise mit einem mehrstufigen Planetengetriebe zur Überset- zung des Drehmoments bzw. der Drehzahl des Elektromotors antriebsverbunden ist. Im Sinne der vorliegenden Erfindung stellt ein verstellbarer Wankstabilisator ein An- wendungsbeispiel einer aktiven Fahrwerkeinrichtung dar, da sich mittels des Aktua- tors der Höhenstand zumindest eines Fahrzeugrads des Kraftfahrzeugs beeinflussen lässt. Zur Erzielung einer hohen Fahrzeugstabilität bei zugleich hohem Fahrkomfort ist eine geeignete Ansteuerung des Aktuators erforderlich. Aus dem Stand der Tech- nik ist es bekannt, den Aktuator einer wie zuvor beschriebenen aktiven Fahrwerkein- richtung in Form eines verstellbaren Wankstabilisators in Abhängigkeit eines senso- risch erfassten Betriebsparameters des Fahrzeugs anzusteuern. Gemäß EP 1 362 720 A2 erfolgt die Ansteuerung unter Berücksichtigung der Querbeschleunigung, der Fahrgeschwindigkeit und des Lenkwinkels des Kraftfahrzeugs, wobei zusätzlich Hö- henstandssignale der einzelnen Räder gegenüber dem Fahrzeugaufbau berücksich- tigt werden. Durch die Berücksichtigung von Höhenstandssignalen einzelner Räder soll ermöglicht werden, dass durch Straßenunebenheiten verursachte Relativbewe- gungen einzelner Räder in Vertikalrichtung, welche die Fahrzeugstabilität bzw. den Fahrkomfort negativ beeinträchtigen, durch gezieltes Nachführen mittels gezielter Ansteuerung des Aktuators (um das betreffende Rad beispielsweise kurzzeitig verti- kal anzuheben und wieder abzusenken) kompensiert werden können. Die so be- schriebene Störgrößenkompensation weist den Nachteil auf, dass diese verhältnis- mäßig träge, d. h. mit nachteiliger zeitlicher Verzögerung reagiert. Dies liegt konstruk- tiv darin begründet, dass Höhenstandssignale von Fahrzeugrädern konstruktiv be- dingt in relativ großem Abstand zur Radmitte gemessen werden. Die dazwischenlie- gende Elastokinematik verfälscht und verlangsamt jedoch die Signale. Auch die ver- tikalen Radbeschleunigungen sind durch das radiale Übertragungsverhalten des Rei- fens verlangsamt. Daneben ist zu erwähnen, dass in den meisten Kraftfahrzeugen Höhenstandssignale einzelner Räder gar nicht vorliegen, da entsprechende Senso- ren nicht vorhanden sind. To further increase driving comfort, it is also known to make such roll stabilizers adjustable. For this purpose, the roll stabilizer comprises an actuator and is divided into two stabilizer sections that can be rotated relative to one another with the aid of the actuator. By rotating the stabilizer sections relative to one another, a rolling movement of the vehicle body is specifically generated or a rolling movement of the vehicle body caused by external influences is counteracted in a targeted manner. Roll stabilizers are known in which an electric motor serves as the drive, which is connected to the drive, for example, with a multi-stage planetary gear for translating the torque or the speed of the electric motor. In the sense of the present invention, an adjustable roll stabilizer represents an application example of an active chassis device, since the level of at least one vehicle wheel of the motor vehicle can be influenced by means of the actuator. To achieve high vehicle stability with high driving comfort A suitable control of the actuator is required. It is known from the prior art to control the actuator of an active chassis device as described above in the form of an adjustable roll stabilizer as a function of a sensed operating parameter of the vehicle. According to EP 1 362 720 A2, the control is carried out taking into account the lateral acceleration, the driving speed and the steering angle of the motor vehicle, with additional height signals of the individual wheels with respect to the vehicle body being taken into account. Taking into account the level signals of individual wheels is intended to make it possible for relative movements of individual wheels in the vertical direction caused by uneven roads, which adversely affect vehicle stability and driving comfort, through targeted tracking by means of targeted actuation of the actuator (for example, to briefly extend the wheel in question cal to raise and lower again) can be compensated. The disturbance variable compensation described in this way has the disadvantage that it reacts relatively sluggishly, ie with a disadvantageous time delay. This is due to the fact that height signals from vehicle wheels are measured at a relatively large distance from the center of the wheel due to the design. The elastokinematics in between falsify and slow down the signals. The vertical wheel acceleration is also slowed down by the radial transmission behavior of the tire. In addition, it should be mentioned that in most motor vehicles there are no level signals of individual wheels at all, since corresponding sensors are not available.
Es ist daher eine Aufgabe der vorliegenden Erfindung, ein Verfahren der eingangs genannten Art anzugeben, mit welchem eine reaktionsschnellere Ansteuerung des Aktuators der aktiven Fahrwerkeinrichtung ermöglicht wird. Daneben soll eine ent- sprechende aktive Fahrwerkeinrichtung angegeben werden, mit der sich dies durch- führen lässt. It is therefore an object of the present invention to provide a method of the type mentioned at the outset with which a more responsive activation of the actuator of the active chassis device is made possible. In addition, a corresponding active chassis device is to be specified with which this can be carried out.
Die Aufgabe wird zunächst gelöst durch ein Verfahren zum Betreiben eines Aktuators einer aktiven Fahrwerkeinrichtung mit den Merkmalen des Anspruchs 1 . Es handelt sich dabei um ein Verfahren zum Betreiben eines Aktuators einer aktiven Fahrwerk- einrichtung zur Beeinflussung des Höhenstandes zumindest eines Fahrzeugrads, indem der Aktuator in Abhängigkeit eines sensorisch erfassten Betriebsparameters des Fahrzeugs angesteuert wird. Das Verfahren zeichnet sich erfindungsgemäß dadurch aus, dass für die Ansteuerung des Aktuators die Drehzahl eines Fahrzeug- rades berücksichtigt wird. The object is first achieved by a method for operating an actuator of an active chassis device with the features of claim 1. This is a method for operating an actuator of an active chassis device to influence the level of at least one vehicle wheel, in that the actuator is controlled as a function of a sensor-detected operating parameter of the vehicle. According to the invention, the method is characterized in that the speed of a vehicle wheel is taken into account for the actuation of the actuator.
Dabei wurde erfindungsgemäß zunächst erkannt, dass zur komfortrelevanten Rege- lung einer aktiven Fahrwerkeinrichtung wie insbesondere eines verstellbaren Wank- stabilisators möglichst hochdynamische Eingangssignale benötigt werden, da diese - mit möglichst geringem zeitlichem Verzug - Informationen über die Fahrbahnbe- schaffenheit liefern sollen. Eine aus dem Stand der Technik bekannte Auswertung von Höhenstandssignalen weist in der Praxis den Nachteil elastokinematischer Ver- fälschungen und Verlangsamungen bedingt durch beabstandete Messung zur Rad- mitte auf. Das radiale Übertragungsverhalten des Reifens verlangsamt die Erfassung abermals. It was initially recognized according to the invention that input control signals that are as dynamic as possible are required for comfort-relevant control of an active chassis device such as, in particular, an adjustable roll stabilizer, since these are intended to provide information about the condition of the road surface with the least possible time delay. In practice, an evaluation of level signals known from the prior art has the disadvantage of elastokinematic falsifications and decelerations due to a measurement at a distance from the center of the wheel. The radial transmission behavior of the tire slows the detection again.
Erfindungsgemäß wurde als vorteilhafte Alternative eine Berücksichtigung der Rad- drehzahl als in die Ansteuerung einfließender Betriebsparameter erkannt. Zum einen werden Raddrehzahlsignale in den meisten Kraftfahrzeugen bereits ohnehin erfasst, da diese für andere Fahrzeugstabilitätssysteme bzw. Antiblockiersysteme bereits ohnehin genutzt werden. Drehzahlsignale von Fahrzeugrädern stehen daher zeitlich hoch aufgelöst ohnehin in den meisten Kraftfahrzeugen zur Verfügung. Gemäß der Erfindung soll die Raddrehzahl nun auch zur Ansteuerung eines den Höhenstand des Fahrzeugrads beeinflussenden Aktuators mit herangezogen werden. Die Be- rücksichtigung der Drehzahl bietet daneben den Vorteil, dass aufgrund der relativ hohen torsionalen Reifen Steifigkeit Anregungen aus dem Fahrbahnprofil - im Ver- gleich zu beispielsweise vertikalen Beschleunigungssensoren - mit ihnen zeitlich frü her zu erfassen sind. Mit anderen Worten, bei Überfahren einer Fahrbahnunebenheit verändert sich die Drehzahl des Fahrzeugrads (aufgrund der hohen torsionalen Rei- fensteifigkeit) früher als der erfassbare Höhenstand der Radmitte. Das schnelle An- sprechverhalten im Vergleich zu einem Höhenstandssignal sowie die hohe Verfüg- barkeit aufgrund des Vorhandenseins in den meisten Fahrzeugen bieten technische wie kostenmäßige Vorteile. In diesem Zusammenhang sei angemerkt, dass für die Ansteuerung des Aktuators im Zusammenhang dieser Erfindung nicht nur die Dreh- zahl selbst, sondern auch damit mathematisch im Zusammenhang stehende Größen, wie deren Integral oder Ableitung, insbesondere nach der zeit zu verstehen seien. Weiterhin sei angemerkt, dass die Ansteuerung des Aktuators selbstverständlich nicht ausschließlich aufgrund der Drehzahl eines Fahrzeugrads erfolgen muss, son- dern dass auch die Drehzahlen anderer Räder und/oder sonstige Betriebsparameter des Fahrzeugs in die Ansteuerung einfließen können. According to the invention, taking into account the wheel speed as an operating parameter flowing into the control was recognized as an advantageous alternative. On the one hand, wheel speed signals are already recorded in most motor vehicles anyway, since these are already being used for other vehicle stability systems or anti-lock braking systems anyway. Speed signals from vehicle wheels are therefore available in a high-resolution manner in most motor vehicles anyway. According to the invention, the wheel speed should now also be used to control an actuator influencing the level of the vehicle wheel. Taking the speed into account also offers the advantage that due to the relatively high torsional rigidity, excitations from the roadway profile - in comparison to, for example, vertical acceleration sensors - can be detected earlier with them. In other words, when driving over a bump in the road, the speed of the vehicle wheel changes (due to the high torsional stiffness) earlier than the detectable level of the center of the wheel. The fast response behavior compared to a height signal as well as the high availability due to the presence in most vehicles offer technical and cost advantages. In this context it should be noted that for the actuation of the actuator in the context of this invention, not only the rotary number itself, but also mathematically related variables, such as their integral or derivative, especially after time. Furthermore, it should be noted that the actuation of the actuator does not of course have to take place solely on the basis of the rotational speed of a vehicle wheel, but that the rotational speeds of other wheels and / or other operating parameters of the vehicle can also be incorporated into the actuation.
Gemäß einer vorteilhaften Weiterbildung des Verfahrens wird die Drehzahl eines Fahrzeugrades zur Erzeugung einer Information bezüglich der Beschaffenheit der vom Fahrzeugrad befahrenen Fahrbahn genutzt, wobei diese Information in die An- steuerung des Aktuators einfließt. Bei der erzeugten Information handelt es sich ins- besondere um das Vorliegen von Fahrbahnunebenheiten. According to an advantageous development of the method, the rotational speed of a vehicle wheel is used to generate information relating to the nature of the road surface traveled by the vehicle wheel, this information being incorporated into the actuation of the actuator. The information generated is, in particular, the presence of uneven road surfaces.
Gemäß einer denkbaren Ausgestaltung wird für die Ansteuerung des Aktuators die Drehzahl mehrerer Fahrzeugräder, insbesondere deren Vergleich berücksichtigt. Durch Vergleich der Drehzahlen beispielsweise des linken und des rechten Rades derselben Fahrzeugachse könnte beispielsweise erkannt werden, dass das eine Rad eine Fahrbahnunebenheit befährt (Drehzahländerung), während das andere Rad ei- ne ebene Fahrbahn befährt (gleichbleibende Drehzahl). According to a conceivable embodiment, the speed of several vehicle wheels, in particular their comparison, is taken into account for the actuation of the actuator. By comparing the speeds of, for example, the left and the right wheel of the same vehicle axle, it could be recognized, for example, that one wheel is traveling on an uneven road surface (speed change), while the other wheel is traveling on a flat road surface (constant speed).
Daneben ist es gemäß einer bevorzugten Weiterbildung denkbar, dass die Ansteue- rung derart erfolgt, dass im Fall einer durch eine Fahrbahnunebenheit verursachten Relativbewegung des Fahrzeugrads der Aktuator derart angesteuert wird, dass durch Beeinflussung des Höhenstandes des betroffenen Fahrzeugrads, vorzugsweise durch Verstellung des zugehörigen Stabilisatorabschnitts, eine zumindest teilweise Nachführung der Relativbewegung vorgenommen wird. In addition, according to a preferred development, it is conceivable that the control takes place in such a way that, in the event of a relative movement of the vehicle wheel caused by an uneven roadway, the actuator is controlled such that by influencing the level of the affected vehicle wheel, preferably by adjusting the associated stabilizer section, an at least partial tracking of the relative movement is carried out.
Auf diese Weise ist gewährleistet, dass durch gezieltes aktives Beeinflussen des Hö- henstandes des betroffenen Fahrzeugrads - gezieltes Verdrehen der Stabilisatorab- schnitte zueinander - gleichermaßen eine Art von Entkopplung des Fahrzeugrades (an die Unebenheit angepasste Höhenbewegung des Fahrzeugrades) stattfinden kann. Die Fahrzeugstabilität und der Fahrkomfort werden durch die Fahr- bahnunebenheit in diesem Fall nicht negativ beeinträchtigt. Durch das schnelle Re- aktionsverhalten - bedingt durch das hochdynamische Drehzahlsignal als Eingangs- signal - kann die Ansteuerung sehr zeitnah erfolgen. This ensures that by actively influencing the height of the affected vehicle wheel - specifically rotating the stabilizer sections relative to one another - a kind of decoupling of the vehicle wheel (height movement of the vehicle wheel adapted to the unevenness) can take place. In this case, the stability of the vehicle and driving comfort are not negatively affected by the unevenness of the road. Thanks to the quick Action behavior - due to the highly dynamic speed signal as an input signal - can be controlled very promptly.
Alternativ oder ergänzend ist es denkbar, dass die Drehzahl eines Fahrzeugrades zur Erkennung einer Fahrbahncharakteristik herangezogen wird, um auf diese Weise den Aktuator der aktiven Fahrwerkeinrichtung in Abhängigkeit einer erkannten Fahr- bahncharakteristik in einem geeigneten Betriebsmodus zu betreiben. In diesem Fall findet unter Berücksichtigung der Drehzahl des Fahrzeugrads bzw. mehrerer Fahr- zeugräder eine Erkennung der Fahrbahncharakteristik statt. Je nach erkannter Fahr- bahncharakteristik wird der Aktuator dann in einem geeigneten Betriebsmodus be- trieben. As an alternative or in addition, it is conceivable that the rotational speed of a vehicle wheel is used to identify a roadway characteristic in order to operate the actuator of the active chassis device in a suitable operating mode depending on a recognized roadway characteristic. In this case, taking into account the speed of the vehicle wheel or a plurality of vehicle wheels, the roadway characteristic is recognized. The actuator is then operated in a suitable operating mode, depending on the detected roadway characteristic.
Gemäß einer denkbaren Ausgestaltung könnte vorgesehen sein, dass der Aktuator in der aktiven Fahrwerkeinrichtung demnach in einem Straßenmodus und/oder in einem Off-Road-Modus betreibbar ist. According to a conceivable embodiment, it could be provided that the actuator in the active chassis device can accordingly be operated in a street mode and / or in an off-road mode.
Die zuvor genannte Aufgabe wird weiterhin gelöst durch eine aktive Fahrwerkeinrich- tung mit den Merkmalen des Anspruchs 7. Es handelt sich hierbei um eine aktive Fahrwerkeinrichtung zur Beeinflussung des Höhenstands zumindest eines Fahrzeug- rads, aufweisend einen Aktuator und eine Steuerungseinrichtung, die betreibbar ist, den Aktuator in Abhängigkeit eines sensorisch erfassten Betriebsparameters des Fahrzeugs anzusteuern, insbesondere unter Anwendung des zuvor beschriebenen Verfahrens. Die aktive Fahrwerkeinrichtung zeichnet sich erfindungsgemäß aus durch einen Drehzahlsensor zur Erfassung der Drehzahl eines Fahrzeugrades, um diese für die Ansteuerung des Aktuators als einen Betriebsparameter zu berücksich- tigen. Mit der so beschriebenen aktiven Fahrwerkeinrichtung werden vergleichbare Vorteile und Wirkungen erzielt wie mit dem zuvor beschriebenen Verfahren. Zur Vermeidung von Wiederholungen wird daher auf die bereits zuvor gemachten Aus- führungen verwiesen. The above-mentioned object is further achieved by an active chassis device with the features of claim 7. This is an active chassis device for influencing the level of at least one vehicle wheel, comprising an actuator and a control device that can be operated To control the actuator as a function of a sensor-acquired operating parameter of the vehicle, in particular using the method described above. According to the invention, the active chassis device is characterized by a speed sensor for detecting the speed of a vehicle wheel in order to take this into account as an operating parameter for the actuation of the actuator. With the active chassis device described in this way, comparable advantages and effects are achieved as with the previously described method. In order to avoid repetition, reference is therefore made to the statements made previously.
Bei der aktiven Fahrwerkeinrichtung zur Beeinflussung des Höhenstands zumindest eines Fahrzeugrads kann es sich grundsätzlich um verschiedenartige Einrichtungen handeln. Gemäß einer bevorzugten Ausführung handelt es sich dabei um einen ver- stellbaren Wankstabilisator. Mittels des Aktuators lässt sich in diesem Fall der Hö- henstand zweier Fahrzeugräder einer Achse relativ zueinander beeinflussen . The active chassis device for influencing the level of at least one vehicle wheel can in principle be various types of devices. According to a preferred embodiment, this is a different adjustable roll stabilizer. In this case, the height of two vehicle wheels on one axle can be influenced relative to one another by means of the actuator.
In konstruktiver Hinsicht weist der verstellbare Wankstabilisator zwei Stabilisatorab- schnitte auf, die mittels des Aktuators um eine Rotationsachse gegeneinander ver- drehbar sind und die in einem von der Rotationsachse entfernten Bereich jeweils mit einer Radaufhängung gekoppelt sind. In terms of design, the adjustable roll stabilizer has two stabilizer sections which can be rotated relative to one another about an axis of rotation by means of the actuator and which are each coupled to a wheel suspension in a region remote from the axis of rotation.
Es sei angemerkt, dass die aktive Fahrwerkeinrichtung einer Vorderachse und/oder einer Hinterachse eines mehrrädrigen, insbesondere vierrädrigen Kraftfahrzeugs zu- geordnet sind. It should be noted that the active chassis device is assigned to a front axle and / or a rear axle of a multi-wheel, in particular four-wheel motor vehicle.
Die Erfindung wird nachfolgend anhand einer Zeichnung erläutert. Daraus geht auch die weitere Funktionsweise sowie weitere vorteilhafte Wirkungen der Erfindung her- vor. In der Zeichnung zeigt: The invention is explained below with reference to a drawing. This also results in the further mode of operation and further advantageous effects of the invention. The drawing shows:
Fig. 1 einen verstellbaren Wankstabilisator eines Kraftfahrzeugs in Fig. 1 shows an adjustable roll stabilizer of a motor vehicle in
schematischer Ansicht,  schematic view,
Fig. 2 eine graphische Darstellung erfasster Messgrößen. 2 shows a graphical representation of recorded measured variables.
Zunächst zeigt Fig. 1 zur Veranschaulichung des bevorzugten Einsatzgebietes der Erfindung einen verstellbaren Wankstabilisator 1 in schematischer Ansicht. Zugleich handelt es sich dabei auch um eine aktive Fahrwerkeinrichtung 1 zur Beeinflussung des Höhenstands zumindest eines Fahrzeugrads 2a, 2b im Sinne der Erfindung, wie nachfolgend zu erläutern. Der verstellbare Wankstabilisator 1 ist - im Einbauzustand in ein Kraftfahrzeug - Teil eines nicht vollständig gezeigten Fahrwerks eines (nicht dargestellten) Kraftfahrzeugs. Ein erstes Rad 1a und ein auf der gegenüberliegenden Fahrzeugseite angeordnetes zweites Rad 2b sind jeweils über eine nicht näher zu erläuternde Radaufhängung 3a bzw. 3b mit dem Aufbau des Kraftfahrzeugs verbun- den. Jede der Radaufhängungen 3a bzw. 3b ist an ein Ende eines zugehörigen Sta- bilisatorabschnitts 4a bzw. 4b des verstellbaren Wankstabilisators 1 gekoppelt. Die beiden Stabilisatorabschnitte 4a und 4b sind fahrzeugmittig über einen Aktuator 7 miteinander verbunden. Auf für sich gesehen bekannte Weise ist der verstellbare Wankstabilisator 1 um eine Rotationsachse 5 drehbar gegenüber dem Fahrzeugauf- bau gelagert (nicht gezeigt). Der Aktuator 7, hier vereinfacht dargestellt als zylindri scher Körper, umfasst im Wesentlichen ein Gehäuse, einen Elektromotor sowie ein Getriebe. Über den Elektromotor und das Getriebe - beispielsweise ein mehrstufiges Planetengetriebe - stehen die Stabilisatorabschnitte 4a und 4b miteinander in An- triebsverbindung. Bei stehendem Elektromotor sind die beiden Stabilisatorabschnitte 4a, 4b über den Aktuator 7 starr miteinander verbunden. Durch Betrieb des Elektro- motors lassen sich die Stabilisatorabschnitte 4a, 4b abhängig von der Drehrichtung des Elektromotors um die Rotationsachse 5 gegeneinander verdrehen. So lässt sich der Wankstabilisator 1 auf für sich gesehen bekannte Weise verstellen. 1 shows an adjustable roll stabilizer 1 in a schematic view to illustrate the preferred area of application of the invention. At the same time, this is also an active chassis device 1 for influencing the level of at least one vehicle wheel 2a, 2b in the sense of the invention, as explained below. The adjustable roll stabilizer 1 is - when installed in a motor vehicle - part of a chassis (not shown) of a motor vehicle (not shown). A first wheel 1a and a second wheel 2b arranged on the opposite side of the vehicle are each connected to the body of the motor vehicle via a wheel suspension 3a or 3b, which is not to be explained in detail. Each of the wheel suspensions 3a or 3b is coupled to one end of an associated stabilizer section 4a or 4b of the adjustable roll stabilizer 1. The The two stabilizer sections 4a and 4b are connected to one another in the vehicle center via an actuator 7. In a manner known per se, the adjustable roll stabilizer 1 is mounted so as to be rotatable about an axis of rotation 5 with respect to the vehicle body (not shown). The actuator 7, shown here in simplified form as a cylindrical body, essentially comprises a housing, an electric motor and a transmission. The stabilizer sections 4a and 4b are in drive connection with one another via the electric motor and the gearbox - for example a multi-stage planetary gearbox. When the electric motor is stationary, the two stabilizer sections 4a, 4b are rigidly connected to one another via the actuator 7. By operating the electric motor, the stabilizer sections 4a, 4b can be rotated relative to one another about the axis of rotation 5 depending on the direction of rotation of the electric motor. The roll stabilizer 1 can thus be adjusted in a manner known per se.
Dem verstellbaren Wankstabilisator 1 ist gemäß Darstellung in Figur 1 weiterhin eine Steuerungseinrichtung 8 zugeordnet. Die Steuerungseinrichtung 8 ist betreibbar, den Aktuator 7 anzusteuern, insbesondere um diesen zu verstellen, d. h. die Stabilisator- abschnitte 4a und 4b um die Rotationsachse 5 gegeneinander zu verdrehen. Erfin- dungsgemäß sind jedem der Fahrzeugräder 2a, 2b jeweils ein Drehzahlsensor 6a, 6b zur Erfassung der Drehzahl des jeweiligen Fahrzeugrades 2a, 2b zugeordnet. Die Drehzahlsignale jedes Drehzahlsensors 6a bzw. 6b gehen als Eingangssignale ein in die Steuerungseinrichtung 8. Die Steuerungseinrichtung 8 ist betreibbar, den Aktua- tor 7 unter Berücksichtigung der Drehzahlen der Fahrzeugräder 2a, 2b anzusteuern. A control device 8 is also assigned to the adjustable roll stabilizer 1, as shown in FIG. The control device 8 can be operated to control the actuator 7, in particular in order to adjust it, i. H. the stabilizer sections 4a and 4b to rotate against each other about the axis of rotation 5. According to the invention, each of the vehicle wheels 2a, 2b is assigned a speed sensor 6a, 6b for detecting the speed of the respective vehicle wheel 2a, 2b. The speed signals of each speed sensor 6a or 6b are input to the control device 8. The control device 8 can be operated to control the actuator 7 taking into account the speeds of the vehicle wheels 2a, 2b.
Es sei angemerkt, dass es sich bei dem in Figur 1 dargestellten verstellbaren Wank- stabilisator 1 prinzipiell um eine aktive Fahrwerkeinrichtung einer Vorderachse und/oder einer Hinterachse eines mehrrädrigen, insbesondere vierrädrigen Kraftfahr- zeugs handeln kann. It should be noted that the adjustable roll stabilizer 1 shown in FIG. 1 can in principle be an active chassis device of a front axle and / or a rear axle of a multi-wheeled, in particular four-wheeled motor vehicle.
Mit dem in Fig. 1 gezeigten verstellbaren Wankstabilisator 1 lässt sich das erfin- dungsgemäße Verfahren gemäß Anspruch 1 ausführen. Dabei wird der Aktuator 7 in Abhängigkeit eines sensorisch erfassten Betriebsparameters des Fahrzeugs ange- steuert, wobei für die Ansteuerung des Aktuators 7 die Drehzahl eines Fahrzeugra- des 2a bzw. 2b berücksichtigt wird. Fig. 2 zeigt in einer graphischen Darstellung die Verläufe von versuchsmäßig erfass- ten Messgrößen über die Zeit. Die gestrichelte Linie gibt den Verlauf der Höhen- standsdifferenz wieder. Zur Erzeugung dieser Kurve wurden an einem Kraftfahrzeug an gegenüberliegenden Rädern einer Achse die Höhenstandssignale erfasst und deren Differenz gebildet. Bei Überfahren einer einseitigen Fahrbahnunebenheit mit dem Kraftfahrzeug ergibt sich die dargestellte Kurve, wonach die Höhenstandsdiffe- renz von einem zunächst etwa bei Null liegenden Wert abfällt auf einen negativen Tiefpunkt (unterhalb von minus 60 mm), dann ansteigt auf ein positives Maximum (oberhalb von 40 mm), um schließlich wieder abzufallen. With the adjustable roll stabilizer 1 shown in FIG. 1, the method according to the invention can be carried out according to claim 1. The actuator 7 is activated as a function of a sensor-detected operating parameter of the vehicle, the speed of a vehicle wheel 2a or 2b being taken into account for the activation of the actuator 7. FIG. 2 shows a graphical representation of the course of measured variables measured over time over time. The dashed line shows the course of the height difference. To generate this curve, the level signals were recorded on a motor vehicle on opposite wheels of an axle and their difference was formed. When the motor vehicle drives over a one-sided bump, the curve shows that the height difference drops from a value initially around zero to a negative low point (below minus 60 mm), then rises to a positive maximum (above 40 mm) to finally fall off again.
Im Fahrversuch wurde zugleich die Raddrehzahl an dem Fahrzeugrad erfasst, das die Fahrbahnunebenheit überfährt. Die durchgehend gezeichnete Linie entspricht dem Integral über der erfassten Raddrehzahl. Wie zu sehen, fällt das Integral über der Raddrehzahl bei Überfahren der Fahrbahnunebenheit von zunächst Null auf ein Minimum (unterhalb von minus 0,4) ab, steigt dann auf ein Maximum (über 0,2) an, um schließlich wieder abzufallen. Auffallend ist, dass der mit der Fahrbahnuneben- heit in Zusammenhang stehende Ausschlag bei der durchgehend gezeichneten Kur- ve, d. h. dem Integral über der Raddrehzahl, deutlich früher stattfindet, als bei der gestrichelt dargestellten Kurve (Höhenstandsdifferenzkurve). Dadurch ist ersichtlich, dass sich über die Raddrehzahl bzw. eine damit mathematisch in Zusammenhang stehende Größe wie das Integral ein auf das betreffende Fahrzeugrad einwirkendes Ereignis (Fahrbahnunebenheit) frühzeitiger erkennen lässt, als dies über eine Hö- henstandserfassung durchführen lässt. In the driving test, the wheel speed was also recorded on the vehicle wheel that is driving over the uneven road. The continuous line corresponds to the integral over the detected wheel speed. As can be seen, the integral above the wheel speed drops from zero to a minimum (below minus 0.4) when driving over the uneven road surface, then rises to a maximum (above 0.2) and then finally drops again. It is striking that the deflection associated with the unevenness of the road takes place much earlier in the case of the continuously drawn curve, ie the integral over the wheel speed, than in the case of the curve shown in dashed lines (height difference curve). This shows that the wheel speed or a mathematically related variable such as the integral can be used to detect an event (unevenness of the roadway) affecting the vehicle wheel in question earlier than can be carried out by detecting the level.
Bezuaszeichen verstellbarer WankstabilisatorAdjustable roll stabilizer
a, 2b Rada, 2b wheel
a, 3b Radaufhängunga, 3b wheel suspension
a, 4b Stabilisatorabschnitt a, 4b stabilizer section
Rotationsachse Axis of rotation
a, 6b Drehzahlsensor a, 6b speed sensor
Aktuator  Actuator
Steuergerät  Control unit

Claims

Patentansprüche Claims
1. Verfahren zum Betreiben eines Aktuators (7) einer aktiven Fahrwerkeinrich- tung (1 ) zur Beeinflussung des Höhenstandes zumindest eines Fahrzeugrads (2a, 2b), indem der Aktuator (7) in Abhängigkeit eines sensorisch erfassten Betriebspa- rameters des Fahrzeugs angesteuert wird, 1. Method for operating an actuator (7) of an active chassis device (1) for influencing the level of at least one vehicle wheel (2a, 2b) by actuating the actuator (7) as a function of a sensor-detected operating parameter of the vehicle,
dadurch gekennzeichnet, dass für die Ansteuerung des Aktuators (7) die Drehzahl eines Fahrzeugrades (2a, 2b) berücksichtigt wird. characterized in that the speed of a vehicle wheel (2a, 2b) is taken into account for the actuation of the actuator (7).
2. Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass die Drehzahl ei- nes Fahrzeugrades (2a, 2b) zur Erzeugung einer Information bezüglich der Beschaf- fenheit der vom Fahrzeugrad (2a, 2b) befahrenen Fahrbahn, insbesondere das Vor- liegen von Fahrbahnunebenheiten, genutzt wird, wobei diese Information in die An- steuerung des Aktuators (7) einfließt. 2. The method according to claim 1, characterized in that the speed of a vehicle wheel (2a, 2b) for generating information relating to the condition of the road surface traveled by the vehicle wheel (2a, 2b), in particular the presence of uneven road surfaces, is used, this information being incorporated into the control of the actuator (7).
3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass für die An- steuerung des Aktuators (7) die Drehzahl mehrerer Fahrzeugräder (2a, 2b), insbe- sondere deren Vergleich berücksichtigt wird. 3. The method according to claim 1 or 2, characterized in that the speed of a plurality of vehicle wheels (2a, 2b), in particular their comparison, is taken into account for the actuation of the actuator (7).
4. Verfahren nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Ansteuerung derart erfolgt, dass im Fall einer durch eine Fahrbahnunebenheit verursachten Relativbewegung des Fahrzeugrads (2a, 2b) der Aktuator (7) derart angesteuert wird, dass durch Beeinflussung des Höhenstands des betroffenen Fahr- zeugrads (2a, 2b), vorzugsweise durch Verstellung des zugehörigen Stabilisatorab- schnitts (4a, 4b), eine zumindest teilweise Nachführung der Relativbewegung vorge- nommen wird. 4. The method according to any one of the preceding claims, characterized in that the control takes place in such a way that in the event of a relative movement of the vehicle wheel (2a, 2b) caused by an uneven roadway, the actuator (7) is controlled such that by influencing the height of the person concerned Vehicle wheel (2a, 2b), preferably by adjusting the associated stabilizer section (4a, 4b), an at least partial tracking of the relative movement is carried out.
5. Verfahren nach einem der vorigen Ansprüche, dadurch gekennzeichnet, dass die Drehzahl eines Fahrzeugrads (2a, 2b) zur Erkennung einer Fahrbahncharakteris- tik herangezogen wird, um auf diese Weise den Aktuator (7) der aktiven Fahrwer- keinrichtung (1) in Abhängigkeit einer erkannten Fahrbahncharakteristik in einem ge- eigneten Betriebsmodus zu betreiben. 5. The method according to any one of the preceding claims, characterized in that the speed of a vehicle wheel (2a, 2b) is used to detect a road surface characteristic, in this way the actuator (7) of the active driving device (1) in dependence operate a recognized roadway characteristic in a suitable operating mode.
6. Verfahren nach Anspruch 5, dadurch gekennzeichnet, dass der Aktuator (7) der aktiven Fahrwerkeinrichtung (1 ) in einem Straßenmodus und/oder in einem Off- Road-Modus betreibbar ist. 6. The method according to claim 5, characterized in that the actuator (7) of the active chassis device (1) can be operated in a road mode and / or in an off-road mode.
7. Aktive Fahrwerkeinrichtung (1 ), insbesondere verstellbarer Wankstabilisator, zur Beeinflussung des Höhenstands zumindest eines Fahrzeugrads (2a, 2b), aufwei- send einen Aktuator (7) und eine Steuerungseinrichtung (8), die betreibbar ist, den Aktuator (7) in Abhängigkeit eines sensorisch erfassten Betriebsparameters des Fahrzeugs anzusteuern, insbesondere unter Anwendung eines Verfahrens nach ei- nem der vorigen Ansprüche, 7. Active chassis device (1), in particular adjustable roll stabilizer, for influencing the level of at least one vehicle wheel (2a, 2b), comprising an actuator (7) and a control device (8) which can be operated, the actuator (7) in To be controlled as a function of a sensor-detected operating parameter of the vehicle, in particular using a method according to one of the preceding claims,
gekennzeichnet durch einen Drehzahlsensor (6a, 6b) zur Erfassung der Drehzahl eines Fahrzeugrades (2a, 2b), um diese für die Ansteuerung des Aktuators (7) als einen Betriebsparameter zu berücksichtigen. characterized by a speed sensor (6a, 6b) for detecting the speed of a vehicle wheel (2a, 2b) in order to take this into account as an operating parameter for controlling the actuator (7).
8. Aktive Fahrwerkeinrichtung nach Anspruch 7, dadurch gekennzeichnet, dass es sich dabei um einen verstellbaren Wankstabilisator handelt. 8. Active chassis device according to claim 7, characterized in that it is an adjustable roll stabilizer.
9. Aktive Fahrwerkeinrichtung nach Anspruch 8, dadurch gekennzeichnet, dass der verstellbare Wankstabilisator (1) zwei Stabilisatorabschnitte (4a, 4b) aufweist, die mittels des Aktuators (7) um eine Rotationsachse (5) gegeneinander verdrehbar sind und die in einem von der Rotationsachse (5) entfernten Bereich jeweils mit einer Radaufhängung (3a, 3b) gekoppelt sind. 9. Active chassis device according to claim 8, characterized in that the adjustable roll stabilizer (1) has two stabilizer sections (4a, 4b) which can be rotated relative to one another by means of the actuator (7) about an axis of rotation (5) and which are in one of the axes of rotation (5) distant area are each coupled to a wheel suspension (3a, 3b).
10. Aktive Fahrwerkeinrichtung nach einem der Ansprüche 7 bis 9, dadurch ge- kennzeichnet, dass die aktive Fahrwerkeinrichtung (1) einer Vorderachse und/oder einer Hinterachse eines mehrrädrigen, insbesondere vierrädrigen Kraftfahrzeugs zu- geordnet ist. 10. Active chassis device according to one of claims 7 to 9, characterized in that the active chassis device (1) is assigned to a front axle and / or a rear axle of a multi-wheeled, in particular four-wheeled motor vehicle.
EP19770049.5A 2018-10-22 2019-09-17 Method for operating an actuator of an active chassis device and active chassis device Withdrawn EP3870464A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018217992.1A DE102018217992A1 (en) 2018-10-22 2018-10-22 Method for operating an actuator of an active chassis device and active chassis device
PCT/EP2019/074802 WO2020083569A1 (en) 2018-10-22 2019-09-17 Method for operating an actuator of an active chassis device and active chassis device

Publications (1)

Publication Number Publication Date
EP3870464A1 true EP3870464A1 (en) 2021-09-01

Family

ID=67997611

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19770049.5A Withdrawn EP3870464A1 (en) 2018-10-22 2019-09-17 Method for operating an actuator of an active chassis device and active chassis device

Country Status (3)

Country Link
EP (1) EP3870464A1 (en)
DE (1) DE102018217992A1 (en)
WO (1) WO2020083569A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021201831B4 (en) 2021-02-26 2023-03-30 Zf Friedrichshafen Ag Method and device for increasing traction of a vehicle
DE102022202644A1 (en) 2022-03-17 2023-09-21 Zf Friedrichshafen Ag vehicle

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4837727A (en) * 1985-03-04 1989-06-06 Nippon Soken, Inc. Road surface detecting device for vehicle
DE19537257A1 (en) * 1994-10-14 1996-04-18 Volkswagen Ag Determining physical profile of road surface during movement of motor vehicle on road
JPH0920223A (en) * 1995-07-07 1997-01-21 Nippondenso Co Ltd Road surface condition discriminating device
JP3769435B2 (en) * 1999-11-05 2006-04-26 株式会社豊田中央研究所 Road friction estimation device
DE10157426A1 (en) * 2001-11-25 2003-06-12 Joachim Broetz Device for active vehicle chassis control, has sensor for detecting individual unevenness in road, regulator for raising or lowering individual wheels depending on detected unevenness
DE10221718A1 (en) * 2002-05-16 2003-11-27 Bayerische Motoren Werke Ag Motor vehicle, in particular passenger cars, with a roll stabilization device
DE102005009002B4 (en) * 2005-02-28 2018-10-31 Volkswagen Ag Method for operating active stabilizers on motor vehicles
JP2007030575A (en) * 2005-07-25 2007-02-08 Aisin Seiki Co Ltd Stabilizer control device
JP4333792B2 (en) * 2007-10-17 2009-09-16 トヨタ自動車株式会社 Body roll restraint system
DE102008058152A1 (en) * 2008-11-20 2009-07-02 Daimler Ag Spring path determining method for wheel in e.g. commercial motor vehicle, involves detecting set of revolutions of wheel, deriving spring path from detected revolutions and filtering detected revolutions by two high-pass filters
DE102008054476A1 (en) * 2008-12-10 2010-06-17 Zf Friedrichshafen Ag A method for determining the road condition of a traveled by a motor vehicle section
DE102009009063A1 (en) * 2009-02-16 2009-10-08 Daimler Ag Method for regulating suspension device on which unsuspended mass is arranged at assembly, particularly of motor vehicle, involves detecting distance between track and assembly
DE102009012128B4 (en) * 2009-03-06 2019-09-05 Volkswagen Ag A method of determining roughness of a road surface for a vehicle
DE112009005342B4 (en) * 2009-11-04 2019-06-27 Nira Dynamics Ab Classification of the road surface
DE102014008588B4 (en) * 2014-06-10 2021-09-30 Nira Dynamics Ab Detection of short-term irregularities in a road surface
DE102015122043A1 (en) * 2015-12-17 2017-06-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Situation-dependent roll stabilization
JP6583255B2 (en) * 2016-12-27 2019-10-02 トヨタ自動車株式会社 Vehicle travel control device

Also Published As

Publication number Publication date
WO2020083569A1 (en) 2020-04-30
DE102018217992A1 (en) 2020-04-23

Similar Documents

Publication Publication Date Title
DE102015005305B4 (en) Device for adjusting a vehicle steering and method for using it
EP3184357B1 (en) Suspension device and method
DE10146725A1 (en) Steering wheel-based determination of a wheel lift in a motor vehicle
EP1046571A2 (en) Method for avoiding roll-over of road vehicles
DE19904216A1 (en) Procedure for determining changes of centre of gravity of vehicle with at least two axles and at least three wheels has vehicle driven in curve and state parameters corresponding with respective wheel load detected at least at two wheels.
DE102016001592A1 (en) Method for influencing the direction of travel of motor vehicles
EP3870464A1 (en) Method for operating an actuator of an active chassis device and active chassis device
WO2012045556A1 (en) Method for ascertaining an inclination of a vehicle in the direction of travel
WO2018206209A1 (en) Roll stabilizer having sensors for state determination
DE102010048260B4 (en) Automatic determination of a compression travel of a wheel of a vehicle
WO2007054165A1 (en) Chassis design and chassis control for a multi-axle double-track vehicle
EP1038744A1 (en) Sway damper
DE102004024951A1 (en) Double-tracked four wheeled motor vehicle body`s vertical movement determining method, e.g. for controlling chassis control system, involves detecting speed and acceleration of body based on signals of acceleration and height sensors
DE102013018526A1 (en) System for detecting a change in a Achseinstellung a motor vehicle
EP0552435A2 (en) Method and device for generating a signal for driving a chassis control system
EP3558726B1 (en) Safety function and control device for monitoring and controlling of roll stabilizers
WO2018153394A2 (en) Wheel carrier for detecting forces
DE10220575A1 (en) Detecting banked bend in vehicle moving in bend, involves detecting acceleration of vehicle structure perpendicular to road direction and especially towards road in connection with detected bend travel
DE102019213269B4 (en) Method for detecting a break in an adjustable roll stabilizer for a motor vehicle and roll stabilization system
DE19742707C2 (en) Anti-roll damper
DE102016216653A1 (en) Active vehicle seat system and method for operating an active vehicle seat system
EP3482971A1 (en) Agricultural vehicle
DE102019213272A1 (en) Method for operating an adjustable roll stabilizer
DE102019213267B4 (en) Method for detecting a blockage of an adjustable roll stabilizer
DE10047889B4 (en) Roll damper with additional function

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

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

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

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

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210319

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20220920

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20230921