GB2352696A - A motor vehicle with an actuator system for adjusting the camber of vehicle wheels - Google Patents
A motor vehicle with an actuator system for adjusting the camber of vehicle wheels Download PDFInfo
- Publication number
- GB2352696A GB2352696A GB0018499A GB0018499A GB2352696A GB 2352696 A GB2352696 A GB 2352696A GB 0018499 A GB0018499 A GB 0018499A GB 0018499 A GB0018499 A GB 0018499A GB 2352696 A GB2352696 A GB 2352696A
- Authority
- GB
- United Kingdom
- Prior art keywords
- vehicle
- camber
- wheels
- sensor system
- motor vehicle
- 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- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/14—Independent suspensions with lateral arms
- B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
- B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/62—Adjustable continuously, e.g. during driving
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
In a non-track-bound motor vehicle with an actuator system for adjusting the camber of vehicle wheels (2), a sensor system (6) is provided to control the actuator system. The sensor system (6) automatically controls differences between a driving state desired by the driver of the vehicle and an actual driving state and/or as a function of driving parameters such as steering angle, yaw rate, transverse acceleration and vehicle speed, detected by means of the sensor system (6), in such a way that there is greater resistance to any tendency of the vehicle to break away transversely as recorded by the sensor system(6). The actuator system also has the capacity to compensate for low tyre inflation pressure by changing the camber.
Description
2352696 Motor vehicle with an actuator system for adjusting the camber of
vehicle wheels The.invention relates to a non-track-bound motor vehicle with an actuator system for adjusting the camber of vehicle wheels.
There are already motor vehicles on which the ground clearance of the vehicle body can be varied, provision being made to reduce the ground clearance automatically or in response to driver command at very high vehicle speed in order to increase driving stability. In general, such changes in the level of the vehicle body are also combined with variation of the camber of the wheels to a greater or lesser extent such that, as the ground clearance is reduced, the camber is increasingly negative, i.e. looking at the vehicle in the longitudinal direction, the vehicle wheels occupy a more or less pronounced inwardly inclined position (the wheel contact points are ftirther away from the vertical longitudinal centre plane of the vehicle than the centres of the wheels).
Also known, for example from DE 197 38 826 Al, are non-track-bound vehicles which tilt on bends, which have an actuator system for the purpose of varying the roll angle of the vehicle body and simultaneously varying the sideways slope of the vehicle wheels such that both the vehicle body and the vehicle wheels tilt towards the inside of a bend when comering, as when a single-track vehicle is cornering.
Modem vehicles have many and various electronic systems for improving driving safety in critical situations. For example, the brake systems of today's vehicles often have an anti-lock control system, with the result that individual wheels are to a very large extent prevented from locking up during braking, and the vehicle remains steerable.
Also known are traction control systems, which, on the one hand, brake a spinning driven wheel and, on the other hand, can also intervene in the vehicle drive such that the driving torque of the vehicle engine is reduced. In this way, driving stability can be significantly improved on a slippery surface.
Also known are stability control systems which check whether the vehicle is following adequately the steering movements made by the driver at the steering wheel. If relatively large deviations occur, a different braking intervention can be made at each wheel, if appropriate in combination with an intervention in the drive control, in order to match the actual path of motion of the vehicle better to the steering commands of the driver.
It is then the object of the present invention to achieve yet a further increase in the driving safety of the vehicle.
2 According to the present invention there is provided a non-track-bound motor vehicle with an actuator system for adjusting the camber of vehicle wheels and with a sensor system which controls the actuator system as a function of differences, detected by means of the sensor system, between a driving state desired by the driver and an actual driving state and/or as a function of parameters, detected by means of the sensor system, in such a way that there is greater resistance to any tendency of the vehicle to break away as recorded by the sensor system.
The invention is based on the general idea of automatically varying the camber of the vehicle wheels or individual vehicle wheels if it is thereby possible to achieve an improvement in driving safety in a driving situation.
For example, the camber of the vehicle wheels can be controlled as a function of the yaw rate of the vehicle and/or of changes in the transverse velocity of the vehicle, with the result that the vehicle follows even comparatively extreme steering movements by the driver comparatively well.
If, for example, the vehicle threatens to break away in a sideways direction in a particular driving situation, the camber of the vehicle wheels can be varied automatically in such a way that there is greater resistance to drift in this sideways direction.
The invention offers the advantage that the necessary sensor system is already present on modem vehicles for carrying out anti-lock control of the brakes, traction control of the driven wheels and/or the stability control described at the outset. In the case of the invention, this sensor system then additionally serves to control the camber of vehicle wheels.
The invention is explained in greater detail below with reference to the drawing, in which a preferred embodiment of the invention is illustrated schematically.
The single figure shows a schematic front view of a motor vehicle.
As shown in the drawing, wheels 2 are attached to the chassis or body I of a vehicle in a fundamentally known manner by means of an upper and a lower control arm 3 and 4 in a manner which allows resilient deflection, it being possible for the wheels 2 to be driven via half shafts 5 indicated only in schematic form.
According to the invention, provision is made for the camber of the wheels 2 to be variable.
For this purpose, the chassis abutments of the lower control arms 4 in the example illustrated can be adjusted in accordance with the arrows P out of the position illustrated, in which the wheels 2 have a negative camber, into a position displaced towards the axial centre, 3 the wheels 2 thus being guided with a positive camber. It is furthermore also possible for the negative camber to be increased if appropriate.
The camber is controlled in a manner dependent on a sensor system 6, which detects a wide variety of parameters associated with driving operation, e.g. the steering angle selected by the driver at the steering wheel, the yawing movements of the vehicle body 1, that is to say its rotation about its vertical axis, the transverse acceleration of the vehicle and the rotational speeds of all the vehicle wheels 2 and/or the vehicle speed, it being possible to determine the latter also from the rotational speeds of the wheels.
From these data, the sensor system 6 can determine whether there is a critical driving situation, in which the wheels 2 on one or more axles could break away.
If such a state of the vehicle occurs, the sensor system 6 adjusts the camber of the wheels 2, with the result that they pose a greater resistance to the respective tendency to break away.
If, for example, the vehicle is tending to break away to the right in the drawing, the camber of the wheel 2 on the right in the drawing and, if appropriate also, the camber of the wheel 2 on the left in the drawing can be adjusted to produce pivoting in the anticlockwise direction, i.e. the chassis abutments of the lower control arms 4 are displaced to a greater or lesser extent to the right in the drawing, relative to the body 1.
There is ftirthermore the possibility of varying the camber of the wheels 2 as a function of the vehicle speed by setting the wheels 2 to an increased negative camber at high vehicle speed, i.e. the points of contact between the wheels and the roadway are moved further apart in the transverse direction of the vehicle. The result is that the suspension is set up in a "sportier" way.
In combination with the electronic control systems described at the outset, the invention can provide a further significant increase in driving safety since the lateral guiding forces of the wheels 2 can be increased by changing the camber.
In this context, it is advantageous that the reduced lateral guidance provided by tyres with an inadequate inflation pressure can be compensated for by means of the invention.
4
Claims (5)
1. A non-track-bound motor vehicle with an actuator system for adjusting the camber of vehicle wheels and with a sensor system which controls the actuator system as a function of differences, detected by means of the sensor system, between a driving state desired by the driver and an actual driving state and/or as a function of parameters, detected by means of the sensor system, in such a way that there is greater resistance to any tendency of the vehicle to break away as recorded by the sensor system.
2. A motor vehicle according to Claim 1, wherein, during high-speed cornering, the vehicle wheels on the outside of the bend are set to an increased negative camber.
3. A motor vehicle according to Claim 2, wherein, during high-speed comering, the vehicle wheels on the inside of the bend are set to an increased positive camber.
4. A motor vehicle according to any one of Claims 1 to 3, wherein low tyre inflation pressure is compensated for by changing the camber.
5. A non-track-bound motor vehicle with an actuator system for adjusting the camber of vehicle wheels, substantially as described herein with reference to and as illustrated in the accompanying drawings.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE1999135567 DE19935567A1 (en) | 1999-07-30 | 1999-07-30 | Motor vehicle with actuators for adjusting the camber of vehicle wheels |
Publications (2)
Publication Number | Publication Date |
---|---|
GB0018499D0 GB0018499D0 (en) | 2000-09-13 |
GB2352696A true GB2352696A (en) | 2001-02-07 |
Family
ID=7916433
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB0018499A Withdrawn GB2352696A (en) | 1999-07-30 | 2000-07-27 | A motor vehicle with an actuator system for adjusting the camber of vehicle wheels |
Country Status (4)
Country | Link |
---|---|
JP (1) | JP2001063337A (en) |
DE (1) | DE19935567A1 (en) |
FR (1) | FR2796912A1 (en) |
GB (1) | GB2352696A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2890437A1 (en) | 2005-09-07 | 2007-03-09 | Renault Sas | Camber angle determining method for motor vehicle, involves obtaining value of parameter according to measured speed value so that value of camber angle limits phase shifting between yaw speed and transversal acceleration of vehicle |
EP2210798A1 (en) * | 2009-01-23 | 2010-07-28 | Audi Ag | Method for active adjustment of an angle of a wheel on a motor vehicle, in particular fall and track, and corresponding device |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10330894A1 (en) * | 2003-07-09 | 2005-02-10 | Daimlerchrysler Ag | Steerable vehicle and method for influencing the direction of travel |
DE102004014576A1 (en) * | 2004-03-25 | 2005-10-13 | Zf Friedrichshafen Ag | Method and chassis arrangement for driving stability control of a motor vehicle |
JP2008540216A (en) | 2005-05-05 | 2008-11-20 | パーデュー・リサーチ・ファウンデーション | Vehicle, hub used therein, learning method for riding a bicycle, tricycle, four-wheel vehicle, and stabilization method for stabilizing the bicycle |
FR2888194A1 (en) * | 2005-07-05 | 2007-01-12 | Renault Sas | Motor vehicle`s e.g. track vehicle, front/rear wheel chamber controlling method, involves elaborating chamber angle threshold based on vehicle`s speed and estimated vehicle conditions, and transmitting threshold to distinct system |
CN101479124B (en) * | 2006-06-30 | 2011-01-26 | 爱考斯研究株式会社 | Control device for vehicle |
JP4569560B2 (en) | 2006-06-30 | 2010-10-27 | 株式会社エクォス・リサーチ | Vehicle control device |
DE102006052252A1 (en) * | 2006-11-03 | 2008-05-08 | Zf Friedrichshafen Ag | independent suspension |
DE102007023907A1 (en) | 2007-05-23 | 2008-12-04 | Kreyer, Norbert, Dipl.-Ing. | Wheel suspension with camber adjustment |
DE102016001361A1 (en) * | 2016-02-06 | 2017-08-10 | Audi Ag | Chassis system for a vehicle, vehicle with such a chassis system and method for steering a vehicle |
CN109720409A (en) * | 2019-01-23 | 2019-05-07 | 湖北火鑫消防车辆装备有限公司 | Camber angle regulating system |
CN113400877B (en) * | 2021-07-30 | 2022-04-08 | 奇瑞汽车股份有限公司 | Suspension system and vehicle |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4700972A (en) * | 1985-06-20 | 1987-10-20 | Young Colin G | Computerized, central hydraulic, electronic variable suspension |
EP0340823A1 (en) * | 1988-04-18 | 1989-11-08 | FIAT AUTO S.p.A. | Device for regulating the length of the arms of suspensions of motor vehicles |
GB2272406A (en) * | 1992-10-13 | 1994-05-18 | Mitsubishi Motors Corp | Wheel alignment control for a motor vehicle |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19738826A1 (en) * | 1997-09-05 | 1999-03-11 | Daimler Benz Ag | Non-track-bound cam head vehicle |
-
1999
- 1999-07-30 DE DE1999135567 patent/DE19935567A1/en not_active Withdrawn
-
2000
- 2000-07-27 FR FR0009846A patent/FR2796912A1/en not_active Withdrawn
- 2000-07-27 GB GB0018499A patent/GB2352696A/en not_active Withdrawn
- 2000-07-28 JP JP2000228930A patent/JP2001063337A/en active Pending
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4700972A (en) * | 1985-06-20 | 1987-10-20 | Young Colin G | Computerized, central hydraulic, electronic variable suspension |
EP0340823A1 (en) * | 1988-04-18 | 1989-11-08 | FIAT AUTO S.p.A. | Device for regulating the length of the arms of suspensions of motor vehicles |
GB2272406A (en) * | 1992-10-13 | 1994-05-18 | Mitsubishi Motors Corp | Wheel alignment control for a motor vehicle |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2890437A1 (en) | 2005-09-07 | 2007-03-09 | Renault Sas | Camber angle determining method for motor vehicle, involves obtaining value of parameter according to measured speed value so that value of camber angle limits phase shifting between yaw speed and transversal acceleration of vehicle |
EP2210798A1 (en) * | 2009-01-23 | 2010-07-28 | Audi Ag | Method for active adjustment of an angle of a wheel on a motor vehicle, in particular fall and track, and corresponding device |
Also Published As
Publication number | Publication date |
---|---|
GB0018499D0 (en) | 2000-09-13 |
JP2001063337A (en) | 2001-03-13 |
DE19935567A1 (en) | 2001-02-08 |
FR2796912A1 (en) | 2001-02-02 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |