EP3976402A1 - Système de ressort pneumatique commandé et/ou réglé électroniquement, installation de ressort pneumatique et procédé de réglage en hauteur d'un véhicule - Google Patents

Système de ressort pneumatique commandé et/ou réglé électroniquement, installation de ressort pneumatique et procédé de réglage en hauteur d'un véhicule

Info

Publication number
EP3976402A1
EP3976402A1 EP20726348.4A EP20726348A EP3976402A1 EP 3976402 A1 EP3976402 A1 EP 3976402A1 EP 20726348 A EP20726348 A EP 20726348A EP 3976402 A1 EP3976402 A1 EP 3976402A1
Authority
EP
European Patent Office
Prior art keywords
valve
switching
open
vehicle
closed
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Withdrawn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
EP20726348.4A
Other languages
German (de)
English (en)
Inventor
Jörg Meier
Jörg SCHARPENBERG
Matthias Heinrich Von Schwanewede
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 CV Systems Europe BV
Original Assignee
ZF CV Systems Europe BV
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 CV Systems Europe BV filed Critical ZF CV Systems Europe BV
Publication of EP3976402A1 publication Critical patent/EP3976402A1/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Withdrawn legal-status Critical Current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
    • B60G17/02—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
    • 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
    • B60G17/0155—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 pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • 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
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/202—Height or leveling valve for air-springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/203—Distributor valve units comprising several elements, e.g. valves, pump or accumulators
    • 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
    • B60G2600/17—Proportional control, i.e. gain 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
    • B60G2600/18—Automatic control means
    • B60G2600/181—Signal modulation; pulse-width, frequency-phase
    • 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
    • B60G2800/914—Height Control System

Definitions

  • the invention relates to an air spring system according to the preamble of claim 1.
  • the invention further relates to an air suspension system according to the preamble of claim 1 1 with such an air spring system and a method according to the preamble of claim 13 for adjusting the height of a vehicle.
  • An air suspension system is used in vehicles of all types, in particular for height regulation of the vehicle, that is, to regulate the distance between the vehicle axle and the vehicle body.
  • Said air spring system usually comprises a reservoir which holds compressed air from a compressed air supply system upstream of the air spring system and, in addition, a number of air spring valves pneumatically connected to a common line (gallery) and subsequently assigned to these a corresponding number of air springs.
  • the air springs usually have a number of air bellows that raise the vehicle body with increasing filling and lower it accordingly with decreasing filling.
  • a compressed air supply system for use in connection with an air suspension system for example in an air suspension system, is operated with compressed air from a compressed air supply, for example at a pressure level of 5 to 20 bar.
  • the compressed air is made available to the compressed air supply with an air compressor.
  • the compressed air supply is pneumatically connected to a compressed air connection to supply the air suspension system.
  • it also has an air dryer with which the compressed air can be dried. This prevents the accumulation of moisture in the air the system avoided, which is too detrimental to the protection of the air suspension system from defects.
  • the aforementioned air suspension system for height regulation of a vehicle with air springs is known, with which, depending on the vehicle load, a predetermined distance between the vehicle cell and the vehicle axle can be maintained by filling from a compressed air supply or emptying the air springs .
  • At least one central ventilation valve is provided for supplying the air bellows valves assigned to the air bellows of the front axle (VA) and the rear axle (HA) with compressed air from a compressed air supply.
  • VA front axle
  • HA rear axle
  • the air bellows valves assigned to the air bellows on the front axle and the rear axle are operated with a relatively high pulse frequency applied. Switching through the central ventilation valve cannot be achieved with the relatively high pulse frequency.
  • the device to ensure identical height regulation on the front axle and the rear axle provides a throttle with an adjustable or constant flow cross section and the central ventilation valve and a central ventilation valve.
  • the throttle and valves should then compensate for different pressure build-up or pressure reduction times in the air bellows of the air springs of the front axle and the rear axle.
  • Such an air spring system can still be improved.
  • the aforementioned solution requires in particular an increased structural effort, that is, the solution provides for the use of two additional valves and a flow resistance element in the form of a throttle with preferably even a variable flow cross-section.
  • the object of the invention is to specify a device and a method which are improved with regard to the prior art.
  • an alternative solution to the prior art is to be specified, which not only eliminates the disadvantages that result from increased structural expenditure, but also achieves height regulation of the vehicle in an improved manner.
  • the object with regard to the device is achieved by an air spring system of the type mentioned at the outset, in which the features of the characterizing part of claim 1 are provided according to the invention.
  • the object with regard to the method is achieved by a method according to the invention of claim 13.
  • the invention is based on the consideration that the lifting speed, when regulating the height of the vehicle from the reservoir, depends, for example, on the load of the vehicle, the available pressure in the reservoir, the effective valve cross-sections of the valves used, the counter pressure of the air springs and the like more. From this it follows that the experience of the height regulation of the vehicle, in particular the lifting speed, changed for a driver depending on the factors mentioned above. An experience of height regulation as a constant process does not normally take place.
  • a regulated air volume flow can be generated.
  • This regulated air volume flow can then be fed to the air springs of the air suspension system, which enables a more uniform lifting speed and thus a more uniform experience of the height regulation of the vehicle by the driver.
  • the invention has recognized that the setting of the speed for a change in height of the height regulation, in particular lifting speed and / or lowering speed, takes place in an advantageous manner in particular via an open / close parameter.
  • the open / close parameter is formed from a ratio of an open component of the open valve state to a closed component of the closed valve state in a switching period, during a sequence of sequential switching periods during the height adjustment of the vehicle.
  • the ratio of the open portion to the closed portion of the switching valve denotes, for example, two successive time intervals during a switching period, with a first time interval describing the switching valve in the open state and a second time interval describing the switching valve in the subsequent closed state.
  • An open / closed parameter of the switching valve can then be derived from this ratio, which parameter particularly advantageously determines the lifting speed and / or the lowering speed when adjusting the height of the vehicle.
  • the open portion of the switching valve in a switching period can be reduced in relation to the closed portion of the switching valve in this switching period.
  • the open component of the switching valve in a switching period is to be increased accordingly, in relation to the closed component of the switching valve in this switching period.
  • the switching scheme described above is advantageously to be understood as a pulse width modulation which, through a modulated pulse width, causes an actual, preferably complete, opening and closing of the switching valve. This then generates a desired air volume flow and thus controls the resulting lifting speed and / or lowering speed of the height regulation.
  • the pulse width modulation is designed in such a way that it is ensured that the switching valve both opens completely and closes completely within a switching period.
  • the open component of the open valve state and the closed component of the closed valve state in a switching period of a sequence of sequential switching periods are then determined according to the open / closed parameter.
  • Such a switching valve is also referred to below as a controlled switching valve.
  • the concept of the invention provision is also advantageously made for the height adjustment of the vehicle to be implemented without additional components. That is, the concept of the invention leads in contrast to the prior art Technology not only advantageously on a more cost-effective height regulation of the vehicle by saving additional components, but also as a consequence on a lower-maintenance and more fail-safe solution.
  • the height regulation of the vehicle according to the invention can be transferred analogously to the lowering process of the vehicle.
  • the invention further leads to an air suspension system according to claim 11, with an air suspension system according to the invention and further comprising a compressed air supply system with a compressed air supply, a compressed air connection, a main pneumatic line between the compressed air supply and the compressed air connection, which has an air dryer, and a compressed air supply line, between the compressed air connection and the air suspension system.
  • the air suspension system has a ventilation connection and a ventilation line between the compressed air supply and the ventilation connection which has a ventilation valve, the main pneumatic line and / or the compressed air supply line having at least one throttle or similar flow resistance element.
  • the vent valve can be controlled, and the control is further designed to control the vent valve and to set the lowering speed of the height regulation, where the lowering speed of the height regulation is also set via the open / close parameter.
  • the throttle or similar flow resistance element is designed to smooth the lifting speed and / or the lowering speed of the height regulation tion of the vehicle.
  • the at least one throttle or similar flow resistance element is advantageously arranged in the main pneumatic line between the air dryer and the compressed air connection and / or arranged in the compressed air supply line between the compressed air connection and the air spring system.
  • the speed of the height change of the height regulation is a lifting speed or a lowering speed, the control being designed to set the lifting speed and / or the lowering speed. Specifically, this means that a more uniform lifting speed and a more uniform lowering speed are advantageously achieved, and thus a more uniform experience of the height regulation of the vehicle by the driver is made possible.
  • the height regulation of the vehicle takes place within a permissible height interval, between a minimum height and a maximum height.
  • the dimension of the open / closed parameter can be specified in percent. Scaling the open / close parameter to a percentage scale enables, in particular, an intuitive setting of a desired lifting speed when the vehicle is height-adjusted by the driver. rer or, in the case of an automatic setting of the lifting speed by means of a control device or the like, a simple programming-related handling of the open / close parameter.
  • the open / close parameter can assume any value in the value range between 0% and 100%. Consequently, a value of 0% then represents the lower limit of a continuously closed switching valve of a number of switching valves and, analogously, the limiting case of a continuously open switching valve of a number of switching valves is represented by a value of 100%. In concrete terms, this means that the state space of the switching valve is fully described by the open / close parameter in the value range between 0% and 100%.
  • a simple possibility is thus created on the one hand to modulate the pulse width of the open / close parameter in order to adapt it to the respective driving situation and on the other hand to keep the switching valve closed as long as no height adjustment of the vehicle is required.
  • the open / close parameter assumes in particular a value from the value range between 25% and 35%.
  • the open / close parameter assumes in particular a value from the value range between 45% and 55%.
  • the open / close parameter assumes in particular a value from the value range between 65% and 75%.
  • the first value range between 25% and 35% corresponds to a slow speed for a change in height of the height regulation, in particular lifting speed and / or lowering speed
  • the second value range between 45% and 55% corresponds to a medium speed for a height change of the height regulation, especially standard lifting devices speed and / or standard lowering speed
  • a preferred lifting speed and / or lowering speed manually or automatically, which, in a particularly simple and intuitive manner for a vehicle driver, limits relevant boundary conditions such as the available reservoir pressure, the vehicle load, the current driving situation and the like taken into account. So it is conceivable, for example, that a fast lifting speed is preferable in the case of a rapid transition from a paved tarred road to an unpaved gravel road or the like.
  • the value of the open / close parameter can be changed from the reservoir during the height regulation of the vehicle. Specifically, this means that the open / close parameter can be adjusted dynamically, especially while height adjustment is ongoing. Advantageously, it is thus possible to react directly to the speed for a height change of the height regulation, in particular the lifting and / or lowering speed, influencing variable boundary conditions, such as a decreasing reservoir pressure.
  • This development is also advantageous as soon as the subsurface conditions change in quick succession while driving and the height adjustment takes place automatically in particular, since this can then be adjusted during an ongoing lifting and / or lowering process so that the rapidly changing subsurface conditions are mapped can be, for example, by a mean value between tween the preferred height level of the vehicle for a specific surface.
  • the lifting speed is constant when the height of the vehicle is regulated from the reservoir.
  • the speed for a height change of the height regulation takes place via an evaluation of height values within the permissible height interval.
  • control is designed to generate a constant air volume flow from the reservoir when regulating the height of the vehicle.
  • a constant air volume flow in the direction of the air springs is constitutive for a constant lifting speed, so the constant air volume flow directly results in a stepless lifting and / or lowering movement of the vehicle, which ideally is imperceptible to the driver.
  • the frequency of the switching period of the control of the at least one switching valve of the number of switching valves is determined so that the height regulation of the vehicle out of the reservoir evenly, in particular without perceptible gradations. Specifically, this means that if the frequency of the switching period is selected too low, that is, if the opening and closing of the switching valve is too slow, the result is a step-shaped lifting and / or lowering profile that is clearly perceptible to the driver.
  • the frequency of the switching period is selected in particular from a range of values comprising the values greater than or equal to 5 Hz and less than or equal to 20 Hz.
  • the value of the frequency of the switching period is particularly in this advantageous range of values because at a frequency below 5 Hz there is a perceptible gradation of the raising and / or lowering process, which smoothes itself to an increasing degree with increasing frequency. This means that there is no longer any improvement that the driver can perceive for values above 20 Hz.
  • an increasing frequency causes an increasing mechanical load on the switching valve of the number of switching valves.
  • the frequency is therefore advantageously within a range between 5 Hz and 20 Hz.
  • the speed for a height change in the height regulation in particular the lifting speed and / or lowering speed
  • the speed for a height change in the height regulation can be set differently when the vehicle is height regulated from the reservoir on a front axle and / or a rear axle.
  • Vehicles usually have an uneven weight distribution when loaded and unloaded, which has different effects on the front and rear axles. If this circumstance is not taken into account, there is a different rate of lifting and lowering on the front axle and the rear axle depending on the load and the like. This problem is addressed in an advantageous manner through the specific training solved by differently adjustable lifting and / or lowering speeds on the axles.
  • the speed for a height change of the height regulation in particular the lifting speed and / or the lowering speed
  • the speed for changing the height of the height regulation in particular the lifting speed and / or the lowering speed
  • advantages result from this development. For example, it may be necessary to raise and / or lower one of the front wheels as quickly as possible relative to one of the rear wheels in order to effectively prevent the vehicle from touching down.
  • the number of switching valves is a controlled number of bellows valves, designed to set the speed for a height change of the height regulation, in particular the lifting speed and / or the lowering speed of the height regulation of the vehicle.
  • the at least one switching valve of the number of switching valves is a controlled switched reservoir valve, designed to adjust the lifting speed of the height regulation of the vehicle. Specifically, this means that only the reserve jurventil is switched controlled in order to achieve a uniform lifting of the vehicle, in particular without perceptible gradations.
  • the control engineering effort is thus reduced, since only one switching valve, the reservoir valve, has to be activated in a controlled manner.
  • the speed is a lowering speed and the height of the vehicle is regulated by venting the compressed air supply, preferably the compressed air supply system, with a number of venting valves being controlled.
  • the control engineering effort is thus reduced, since only an existing vent valve has to be activated to set the lowering speed.
  • the air dryer of the air suspension system also has a volume, the volume of the air dryer being designed as a buffer volume to smooth the lifting speed and / or the lowering speed of the height adjustment of the vehicle. Because the air dryer housing acts as an additional flow resistance, which causes a tolerable pressure drop in the air volume flow, damping of the fluctuations associated with the flow is advantageously generated. As a result, the lifting and / or lowering movement takes place in particular more evenly when adjusting the height of the vehicle.
  • the air suspension system also has a ventilation connection, a ventilation line between the compressed air connection and the ventilation connection, which has a ventilation valve, the main pneumatic line between the air dryer and the compressed air connection also having a check valve for shutting off the components of the compressed air supply system in Direction of the air dryer.
  • the vent valve can be controlled, and the control is further designed to control the vent valve and to set the lowering speed of the height regulation, the lowering speed of the height regulation also being set using the open / close parameter.
  • the compressed air supply line has a throttle or the like flow resistance element, the throttle or the like flow resistance element being designed to smooth the lifting speed and / or the lowering speed of the height regulation of the vehicle.
  • the advantages that result from controlling the switching valves involved in the lifting process can be transferred in a simple manner to the lowering process by controlling the vent valve of the compressed air supply system.
  • a throttle or the like flow resistance element arranged accordingly to the above-mentioned embodiment, it is advantageously possible to smooth the controlled air volume flow generated by the control valve of a number of switching valves in a particularly advantageous manner. That is, fluctuations in pressure, speed or the like of the air volume flow, which are associated with the generation of precisely this air volume flow, are effectively and particularly advantageously smoothed or attenuated by the provision of a throttle or similar flow resistance element, so that the height regulation of the vehicle by the driver is perceived as correspondingly more even.
  • the main pneumatic line and the compressed air supply line between the air dryer and the air spring system are continuous, that is, in particular, are free of flow resistance elements.
  • This alternative development has recognized in a particularly advantageous manner that the volume of the air dryer can also take over the function of the throttle used in the first development. This means that the volume of the air dryer can be used as a buffer volume. can be applied in order to dampen the fluctuations associated with the generated air volume flow. In this way, the height regulation of the vehicle by the driver is also perceived as more uniform compared to an embodiment without such a measure.
  • This development also has the advantage that the otherwise necessary throttle or similar flow resistance element is redundant. This results in an advantage in terms of complexity, costs and maintenance compared to the other developments.
  • FIG. 1 schematically shows a preferred embodiment of the air spring system according to the concept of the invention, wherein a compressed air supply system is shown schematically and both construction groups in combination result in an air spring system for height regulation of a vehicle and further schematically a control pulse of a number of consecutive control pulses for controlling a Number of switching valves according to the concept of the invention;
  • FIG. 2 schematically shows a further preferred embodiment of the air system according to the concept of the invention, an alternative arrangement of the vent line and the throttle or the like flow resistance element being shown here, which serves to smooth the air volume flow;
  • FIG. 3 schematically the adaptation of the lifting speed and / or lowering speed achieved by the air suspension system according to the concept of the invention via an open / close parameter of a switching valve of a number of switching valves;
  • FIG. 4A based on measured values, in a view A, on the one hand the influence of the frequency of the switching period on the temporal course of the height regulation of the vehicle, in particular the rear axle and the front axle of the vehicle, between a starting height and a target height within a height interval and the influence the open / close parameter to the resulting speed of the height regulation of the vehicle when the vehicle is height regulated from the reservoir.
  • a reference measurement is shown in a view B fend the height regulation of a vehicle by means of an ordinary actuation of the corresponding switching valves;
  • FIG. 4B in a view A, the time course of the height regulation of the vehicle, in particular the rear axle and the front axle of the vehicle, for a further value pair of frequency and open / close parameters.
  • the reference measurement is also shown in a view B;
  • FIG. 4C in a view A, the time course of the height regulation of the vehicle, in particular the rear axle and the front axle of the vehicle, for a further, different value pair of frequency and open / close parameters.
  • the reference measurement is also shown in a view B;
  • FIG. 4D in a view A, the time course of the height regulation of the vehicle, in particular the rear axle and the front axle of the vehicle, for a further, again different value pair of frequency and open / close parameters.
  • a view B the reference measurement is also shown;
  • FIG. 5 schematically shows a flowchart for a method for regulating the height of a vehicle from the reservoir by means of an air suspension system according to the concept of the invention.
  • FIG. 1 shows an air suspension system 100 as well as a compressed air supply system 200, the two components interacting to produce an air suspension system 300 for height regulation H R of a vehicle 150.
  • the air spring system 100 further has a number of air springs 110 and, pneumatically connected to these, a number of switching valves 130, these switching valves SV being in particular solenoid valves.
  • the group of switching valves SV includes in particular a bellows valve 1 30.B, a reservoir valve 130.R or a vent valve 130.E.
  • the air spring system 100 further comprises a reservoir 120 for storing compressed air DL and, in turn, pneumatically connected to this reservoir 120, a switching valve SV, in the present case in the form of the reservoir valve 130.R, in particular also a solenoid valve.
  • the components of the air spring system 100 are also pneumatically connected to one another via a gallery 160 which, on the one hand, via a compressed air supply line 240, sends compressed air DL from the compressed air supply device 200 directly to the individual air springs 110 or their switching valves SV, i.e.
  • the bellows valves here 130.B conducts and, on the other hand, compressed air DL for storage to the reservoir 120 or, in turn, to its switching valve SV, that is to say here the reservoir valve 130.R, for the purpose of storing the provided compressed air DL.
  • the gallery 160 directs the compressed air DL released from the reservoir 120 out of the reservoir 120 to the air springs 110 or their switching valves SV, that is to say their bellows valves 130.B here.
  • the compressed air supply device 200 shown here first comprises an air supply 0.1, followed by a filter 0, the sucked air being compressed in an air compressor 210 in order to then be supplied via a compressed air supply 1 to an air dryer 220 located downstream in a main pneumatic line 250 .
  • the compressed air then flows through a throttle 230 or a similar flow resistance element, which acts as a regenerator throttle.
  • the compressed air supply system 200 is pneumatically connected to a compressed air connection 2 via a compressed air supply line 240 with the air spring system 100 or its gallery 160.
  • the compressed air supply device 200 also has a vent line 260 between the compressed air supply 1 and the vent connection 3 and, arranged in this, a vent valve 130.E, which in turn is designed in particular as a solenoid valve.
  • the operating behavior of the air suspension system 100 is provided via a control (ECU) 140.
  • ECU control
  • the switching valves SV of the air springs 110, in particular bellows valves 130.B, and on the other hand the switching valve 130.R of the reservoir 120 are activated.
  • the activation of the bellows valves 130.B of the air springs 110 can advantageously take place in such a way that either all air springs 110 of the vehicle 150 are addressed simultaneously, but it is also possible that the bellows valves 130.B those of the front axle VA and the which are assigned to the rear axle HA can be controlled differently in order to compensate for a loading of the vehicle 150, for example. Furthermore, there is also the possibility of individually addressing individual air springs 110 of the air spring system 100 in order to be able to react to particularly impassable terrain in terms of control technology. To this
  • the air springs 1 10, individually or synchronously together, are controlled to a corresponding height regulation HR of a vehicle 150 within a height interval H, characterized by a minimum height H 0 and a maximum height H 1; to undertake.
  • the number of switching valves 130 shown in FIG. 1 can, for example, also be in the form of a single valve block 131.
  • This valve block 131 can then be freely scaled according to the air springs to be controllably designed. Specifically, this means that a single switching valve SV does not have to be assigned individually to each air spring 110, but rather a number of air springs 110 can also be controlled, for example, via a single switching valve SV.
  • FIG. 1 shows the preferred control scheme according to the concept of the invention for setting the speed U HR for a change in height of the height regulation H R , in particular the lifting speed UH and / or lowering speed Us of the height regulation H R , of a vehicle 150 from the reservoir 120.
  • at least one switching valve SV of a number of switching valves 130 is controlled by the controller 140, so that the at least one switching valve SV is open A during a switching period P over an adjustable period of time, while rend it is closed Z in the remaining period of the switching period P.
  • the switching period P is a period of a number of sequential ones
  • Switching periods P N that are necessary during the height regulation H R of the vehicle 150 in order to raise or lower the vehicle 150 from an initial height H s to a target height Hz.
  • the speed UHR for a change in height of the height regulation HR is then determined by the controller 140, according to the ratio of open A to closed Z switching valve by means of a parameter describing the ratio, the open / close Parameter AZP, controlled.
  • the open / closed parameter AZP here is defined as an open component ATA of the open valve state A and / or a closed component AT Z of the closed valve state Z in the switching period P.
  • a sequential control of the at least one switching valve SV thus generates a constant volume flow from the compressed air DL stored in the reservoir 120, which the air springs 110 for height regulation HR by means of a constant lifting speed UH ZU that results from the constant volume flow.
  • Which switching valves SV are controlled for height regulation HR of vehicle 150 can be controlled, for example, via switches 141 assigned to controller 140.
  • the lifting process can thus take place via the control of the reservoir valve 130.R of the reservoir 120.
  • a lowering of the vehicle 150 during the height regulation HR that is, the lowering speed Us is set in the present case preferably via the compressed air supply system 200.
  • the controller 140 is designed analogously to control the vent valve 130.E, the lowering speed Us also via the opening / To parameter AZP can be set in the same way.
  • the throttle 230 or the like flow resistance element SWE in the present case arranged in the main pneumatic line 250, has a smoothing effect on the lifting and / or lowering process.
  • the vehicle 150 can also be raised and lowered exclusively via one Activation of the bellows valves 130.B and assigned to them, the air springs 1 10, take place.
  • the control of the at least one switching valve SV, in particular a bellows valve 130.B and / or a reservoir valve 130.R and / or a vent valve 130.E, the number of switching valves 130 by the controller 140 can also be pulsed.
  • a pulsed control is advantageously to be understood as a pulse width modulation PWM, which by means of a modulated pulse width PW causes an actual, preferably complete opening A and closing Z of the at least one switching valve SV.
  • a desired air volume flow LV is generated and thus the resulting lifting speed UH and / or lowering speed Us of the height regulation H R is controlled.
  • the pulse width modulation PWM is designed in such a way that it is ensured that the at least one switching valve SV both completely opens A and completely closes Z within a switching period P.
  • FIG. 1 and FIG. 2 a first and second embodiment of an air suspension system 300 is described by way of example, which has an air suspension system 100 according to the concept of the invention.
  • the air suspension system 300 also has:
  • a compressed air supply system 200 with a compressed air supply 1, a compressed air connection 2, a main pneumatic line 250 between the compressed air supply 1 and the compressed air connection 2, which has an air dryer 220, and
  • vent connection 3 a vent line 260 between the compressed air supply 1 and the vent connection 3, which has a vent valve 130.E, wherein
  • the main pneumatic line 250 and / or the compressed air supply line 240 has at least one throttle 230 or a similar flow resistance element SWE, characterized in that
  • the vent valve 130.E can be controlled, and
  • the controller 140 is further designed to control the Vent valve 130.E and to set the lowering speed Us of the height regulation HR, wherein
  • the lowering speed Us of the height regulation HR is set via the open / closed parameter AZP, and
  • the throttle 230 or the like flow resistance element SWE is formed, for smoothing GL the lifting speed UH and / or the lowering speed Us of the height regulation HR of the vehicle 150.
  • FIG. 1 shows the at least one throttle 230 - as the first throttle 230.1 and this is referred to above with “throttle 230” - or the like flow resistance element SWE is only arranged in the main pneumatic line 250 between air dryer 220 and compressed air connection 2.
  • the throttle 230 - shown as a second throttle 230.2 - or a similar flow resistance element SWE is only arranged in the compressed air supply line 240 between the compressed air connection 2 and the air spring system 100.
  • first and the second throttle 230.1, 230.2 can also be arranged in the main pneumatic line 250 and the compressed air supply line 240.
  • FIG. 2 the above-mentioned embodiment with the second throttle 230.2 only in the compressed air supply line 240 between compressed air connection 2 and air spring system 100; this is again referred to below as “throttle 230”.
  • FIG. 2 again shows an air suspension system 300, having an air suspension system 100 according to the concept of the invention and a compressed air supply system 200
  • the compressed air supply system 200 instead of the Throttle 230 from FIG. 1 has a check valve 280 in the main pneumatic line 250.
  • the vent line 260 with the vent valve 130.E is arranged between the compressed air connection 2 and the vent connection 3 in order, despite the check valve 280, to lower the height regulation HR of the vehicle 150 by activating ANS of the vent valve 130.E by means of the controller 140 to be realized.
  • FIG. 2 also shows a preferred development of the concept of the invention, a throttle 230 or the like flow resistance element SWE being provided in order to dampen fluctuations in the air volume flow generated by control of a switching valve SV by the controller 140. That is, the throttle 230 generates an additional flow resistance, which leads to an additional, but advantageous, pressure drop in the air volume flow LV. This pressure drop then has a dampening effect on the fluctuation variables such as pressure, speed and the like, which are associated with the air volume flow LV.
  • a throttle 230 or the like flow resistance element SWE being provided in order to dampen fluctuations in the air volume flow generated by control of a switching valve SV by the controller 140. That is, the throttle 230 generates an additional flow resistance, which leads to an additional, but advantageous, pressure drop in the air volume flow LV. This pressure drop then has a dampening effect on the fluctuation variables such as pressure, speed and the like, which are associated with the air volume flow LV.
  • the throttle 230 is arranged in the present case in the compressed air supply line 240 between the compressed air connection 2 and the gallery 160 of the air suspension system 100.
  • the throttle 230 or the like flow resistance element is arranged in the gallery 160 in order to assume an identical function there as described above for the case of the arrangement in the compressed air supply line 240. Furthermore, in a second alternative embodiment it is provided that the throttle 230 or the like flow resistance element (and the check valve 280) are completely omitted and, for the advantageous smoothing GL of the air volume flow, the air dryer 220 in the main pneumatic line 250 die Function of the throttle 230 takes over identically. This measure makes it possible to dispense with an additional component without having to accept losses in terms of the advantageous function.
  • FIG. 3 shows three preferred setting ratios of the open / closed parameter AZP.
  • the open / closed parameter AZP is preferably specified as a percentage ratio.
  • the percentage open / close parameter describes the percentage open part ATA of the opened A (or the percentage closed part ATz of the closed Z) switching valve SV in a switching period P of a number of sequential switching periods P N.
  • the speed UHR is set using an open / close parameter AZP, with an open component ATA of the open valve state A and / or a closed component ATz of the closed valve state Z in the switching period P.
  • the resulting speed UHR changes for a flea change in the height regulation H R , in particular the special lifting speed UH and / or lowering speed Us, of the vehicle 150 during the height regulation HR out of the reservoir 120 or when lowering.
  • the preferred values of the open / close parameter AZP are 30%, 50% and 70%, 50% corresponding to a standard speed and correspondingly a value W of 30% relates to a lower speed UHR for a change in height of the height regulation H R , in particular lifting speed UH and / or lowering speed Us, and analogously the value W of 70% relates to a higher speed UHR for a height change in height regulation H r , in particular lifting speed UH and / or lowering speed Us, relative to the 50% standard speed.
  • the lower or higher lifting speed UH relative to the standard speed consequently results from a lower or higher percentage open portion AT A of the open valve state A of the switching valve SV in a switching period P.
  • FIG. 4A - FIG. 4D show, in a view A, using the example of the rear axle HA and the front axle VA for the process of height regulation H R implicitly by means of a time-distance diagram, the influence of the frequency F of the switching period P and the number of switching periods PN on the course over time of the profile of the resulting speed of the change in height of the height regulation UH R of the vehicle 150.
  • FIG. 4A - FIG. 4D in view A, shows the influence of the open / closed parameter AZP of the reservoir valve 130.R of the reservoir 120 on the resulting speed of the height change of the height regulation UHR, in this case using the example of the lifting speed UH, on the rear axle HA and on the front axle VA of the vehicle 150.
  • the height regulation H R of the rear axle HA and the front axle VA of the vehicle 150 is also shown relative to a zero line NL.
  • the height regulation H R is based on a negative value W relative to the zero line NL, here, for example, a vehicle 150 with a high payload ZU is to be considered, and a positive value W relative to the zero line NL is to be transferred. In order, for example, to enable the vehicle 150 to have the necessary ground clearance despite a high payload ZU.
  • FIG. 4A is shown here, in view A, the development over time of the height of the vehicle 150 during the height adjustment H R (within an altitude interval H between a minimum height H 0 and a maximum height Hi), that is, the speed of the height change of the height adjustment UH R is shown.
  • the present is the speed of the height adjustment UH R shown as a lifting speed UH both on the rear axle HA and on the front axle VA, for a frequency F of the switching period P of 1 Hz and a value W for the open / close parameter AZP of 50%. From the in FIG.
  • FIG. 4A in a view B, shows a reference measurement RM of the height regulation H R of the vehicle 150, more precisely the speed of the change in height of the height regulation UH R on the rear axle HA and on the front axle VA.
  • the reservoir valve 130.R was not activated in accordance with the concept of the invention, that is to say, in particular, it was not switched in an activated manner.
  • the result is an undesirable, jerky change in height DH of the vehicle 150 on the rear axle HA and on the front axle VA.
  • FIG. 4B is, in view A, a similar situation as in FIG. 4A, view A shown, but in the present case the frequency F of the switching period P has been increased from 1 HZ to now 5 Hz.
  • the value W for the open / close parameter AZP was left at 50%.
  • view A it can be seen that the lifting process of FIG. 4A, view A, when the frequency F is increased to a value W greater than or equal to 5 Hz, a significant smoothing GL undergoes both on the rear axle HA and on the front axle VA.
  • the lifting process from the reservoir 120 is advantageously carried out at a frequency F from 5 Hz in order to make the lifting process, i.e.
  • FIG. 4B in a view B, also the reference measurement RM from FIG. 4A, view B shown.
  • view A In comparison to the fiction, contemporary control of the reservoir valve 130.R of FIG. 4B, view A, becomes the undesirable jerky change in height DH of the vehicle 150 on the rear axle HA and on the front axle VA of the reference measurement RM.
  • FIG. 4C and FIG. 4D in each case in view A, also shows how a changed open / close parameter AZP affects the resulting speed of the change in height of the height regulation UHR, that is, the lifting speed UH on the rear axle HA and on the front axis VA, affects.
  • the frequency F of the switching period P is 5 Hz in both cases.
  • FIG. 4C view A shows an open / close parameter AZP with a value W of 70%; in FIG. 4D, view A, on the other hand, shows an open / closed parameter with a value W of 30%. From a comparison of FIG. 4B, FIG. 4C and FIG.
  • An adaptation of the speed of the height change of the height regulation UHR is advantageously carried out where the height values 170 of the vehicle 150 have to be adjusted quickly to avoid damage to the vehicle 150 to avoid or where the altitude values 170 of the vehicle 150 must be adjusted slowly, for example while driving at higher speeds.
  • the reference measurement RM is also shown for comparison purposes, relating to the change in height DH of the vehicle 150 by means of the non-activated, switched reservoir valve 130.R when it is lifted out of the reservoir 120.
  • FIG. 5 shows a method for height regulation HR of a vehicle 150 out of the reservoir 120.
  • the method has the following steps. In a first step, determining 510 an initial height H s and a target height H z . Next, that inclusion 520 further parameters PA such as the payload ZL of the vehicle 150, the pressure PR in the reservoir and the like. As well as checking 530 whether the target altitude Hz can be reached taking into account the further parameters PA and whether the determined target altitude H z lies within the permissible altitude interval H. This step is followed by setting 540 a desired lifting speed UH and / or lowering speed Us in order to achieve the determined target height HZ.
  • a desired lifting speed UH and / or lowering speed Us in order to achieve the determined target height HZ.
  • an air spring 1 10.1 of the number of air springs 110 is actuated via the at least one controlled switching valve SV, in particular a bellows valve 130.B or a reservoir valve 130.R or a vent valve 130.
  • the switching valve SV is opened A and closed Z with a frequency F, so that the height regulation HR of the vehicle 150 takes place uniformly, in particular without perceptible gradations ABS.
  • the front axle VA and / or rear axle HA can be controlled separately and, in a second optional step 580, individual air springs 1 can also be controlled separately 10.1 the number of air springs 1 10 can be done.
  • the at least one controlled switching valve SV is closed 590, in particular a bellows valve 130. B or a reservoir valve 130. R or a vent valve 130.E, the number of switching valves 130 after reaching the desired target height H z .
  • the control ANS of the at least one switching valve SV i.e. in particular a bellows valve 130.B and / or a reservoir valve 130.R and / or a vent valve 130.E, the number of switching valves 130 can also be here- when done pulsed.
  • the control ANS can take place via a pulse width modulation PWM, to convert the switching period P to the number of sequential switching periods P N.
  • WBAZP value range open / close parameters

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

Abstract

L'invention concerne un système de ressort pneumatique (100) commandé et/ou réglé électroniquement, en particulier pour une installation de ressort pneumatique pour le réglage en hauteur (HR) d'un véhicule (150), présentant entre autres : – une pluralité de ressorts pneumatiques (110), et – une pluralité de soupapes de commutation (130), réalisées pour effectuer le réglage de hauteur (HR) du véhicule (150) par le biais d'un ressort pneumatique (110.1) parmi la pluralité de ressorts pneumatiques (110). Selon l'invention, il est prévu en l'occurrence qu'au moins une soupape de commutation (SV), en particulier une soupape à soufflet (130.B) et/ou une soupape de réservoir (130.R) et/ou une soupape de désaérage (130.E), de la pluralité de soupapes de commutation (130) puisse être pilotée, l'ajustement de la vitesse de levage (UH) et/ou de la vitesse d'abaissement (US) du réglage en hauteur (HR) s'effectuant par le biais d'un paramètre d'ouverture/fermeture (AZP), de préférence de manière à pouvoir être formé sous la forme d'une proportion d'ouverture (ATA) de l'état de soupape ouverte (A) et/ou d'une proportion de fermeture (ATZ) de l'état de soupape fermée (Z) sur une période de commutation (P), et – le réglage en hauteur (HR) du véhicule (150) s'effectuant de préférence à partir du réservoir (120).
EP20726348.4A 2019-05-27 2020-05-13 Système de ressort pneumatique commandé et/ou réglé électroniquement, installation de ressort pneumatique et procédé de réglage en hauteur d'un véhicule Withdrawn EP3976402A1 (fr)

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DE102019114150 2019-05-27
DE102019129371.5A DE102019129371A1 (de) 2019-05-27 2019-10-30 Elektronisch gesteuert und/oder geregeltes Luftfedersystem, Luftfederanlage und Verfahren zur Höhenregulierung eines Fahrzeugs
PCT/EP2020/063266 WO2020239440A1 (fr) 2019-05-27 2020-05-13 Système de ressort pneumatique commandé et/ou réglé électroniquement, installation de ressort pneumatique et procédé de réglage en hauteur d'un véhicule

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DE102017011905A1 (de) * 2017-12-21 2019-06-27 Wabco Gmbh Verfahren und Einrichtung zum Betreiben eines pneumatischen Systems mit einer Druckluftversorgungsanlage und einer Luftfederanlage und pneumatisches System mit einer Druckluftversorgungsanlage und einer Luftfederanlage sowie Fahrzeug
DE102021201458B3 (de) * 2020-12-08 2021-10-28 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben einer Luftfederungsanlage mit einer Trocknerregenerationsfunktion

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JPH06450B2 (ja) * 1984-12-20 1994-01-05 日産自動車株式会社 車高調整装置
JPH02136318A (ja) * 1988-11-18 1990-05-24 Kayaba Ind Co Ltd エアサスペンション制御装置
JP2623853B2 (ja) * 1989-08-31 1997-06-25 日産自動車株式会社 能動型サスペンション
JP3100771B2 (ja) * 1992-07-14 2000-10-23 ナルデック株式会社 車両のサスペンション装置
JP3906396B2 (ja) * 1996-03-19 2007-04-18 株式会社日立製作所 サスペンション制御装置
DE10330432B4 (de) * 2003-07-04 2007-06-21 Continental Aktiengesellschaft Verfahren zur Höhenregelung für ein Fahrzeug
JP4506463B2 (ja) * 2004-12-28 2010-07-21 トヨタ自動車株式会社 車高調整装置
DE102005030467B4 (de) 2005-06-28 2007-04-05 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Luftfederungseinrichtung für Fahrzeuge mit Drossel
DE102011121755A1 (de) * 2011-12-21 2013-06-27 Wabco Gmbh Luftfederungsanlage eines Kraftfahrzeugs und Verfahren zu deren Steuerung
DE102013106041A1 (de) * 2013-06-11 2014-12-11 Haldex Brake Products Gmbh Kabinenluftfederungs-Ventileinheit
JP6488818B2 (ja) * 2015-03-27 2019-03-27 アイシン精機株式会社 車高調整装置
EP3130491B1 (fr) * 2015-08-13 2019-12-18 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Appareil et procédé pour commander une soupape de mise à niveau électropneumatique
CN108883682B (zh) * 2016-03-29 2021-11-16 日立安斯泰莫株式会社 空气悬架系统
CN108068570A (zh) * 2017-06-12 2018-05-25 江苏大学 一种电控空气悬架车高调节与整车姿态模糊滑模控制方法
JP6691078B2 (ja) * 2017-08-24 2020-04-28 トヨタ自動車株式会社 車高制御システム

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WO2020239440A1 (fr) 2020-12-03

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