JPH05201230A - System for obtaining signal indicating surface of roadway - Google Patents

Abstract

PURPOSE: To obtain a signal displaying a travel road surface by providing a means for forming a second signal displaying a transition of the road surface under wheels based on a signal displaying a relative motion between a vehicle body and the wheel. CONSTITUTION: A first signal displaying a relative motion between a vehicle body and a wheel is detected by a sensor means 100, and a first signal Xari(t) is output from an output side of the means 100. If a spring displacing speed is measured by the means 100, the first signal Xari'(t) is output from the means 100. A first means 101 for forming a second signal Si(t) displaying a transition of the road surface under the wheel based on the first signal Xari(t) or Xari'(t) is provided. A second signal Si(t) displaying a transition of the road surface output to the output side of the means 101 is supplied to a closed loop controlling, open loop controlling and/or monitoring system 104 of traveling characteristics.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention relates to roadway surfaces for use in closed-loop control, open-loop control and / or monitoring systems for driving dynamics in the main claims, especially in passenger vehicles and commercial vehicles. The present invention relates to a system for obtaining a signal representing

[0002]

It is known to use closed-loop control, open-loop control and / or monitoring systems to optimize the driving dynamics of motor vehicles. This closed-loop control, open-loop control and / or monitoring system of driving dynamics can be divided into two groups: a vertical dynamic vehicle control system and a horizontal dynamic vehicle control system.

Under the vertical dynamic vehicle control system,
Chassis control systems can be integrated. In this chassis control system, for example, Skyhook damper,
The damping parameters of the passive dampers and / or the frequency-selective dampers of the semi-active or partially active chassis control system are varied in order to obtain the best possible vehicle characteristics for each road type in terms of comfort and safety. Can be An undercarriage control system of this type is, for example, WO90 / 14240.
(PCT / DE 90/00343), DE-OS37
38284 and DE patent application P 3918735.7.

Horizontal dynamic vehicle control systems include running stability monitoring systems, steering (particularly rear axle steering) control systems, anti-lock systems during braking (ABS) or brake slip adjustment systems and drive slip control systems (ASR). : Antriebsschlupfregelung). The traveling stability monitoring system monitors traveling stability during traveling operation, for example, obstacle avoidance operation and approaching a vehicle limit area. In these driving situations, which are generally a problem for driving safety, the driver is warned or even intervenes in the drive system. In steering control systems, in particular steering systems in which the rear axle as well as the front axle are designed to be steerable, driving stability is dependent on the desired steering (especially in the case of obstacle avoidance maneuvers) in open loop or Improved by closed loop control.

Especially in connection with the above-mentioned horizontal dynamic vehicle control system, the longitudinal and lateral forces transmitted by the tire are of great significance. In the case of “poor” road surface characteristics, that is, when the unevenness amplitude is large, for example, in the region of the vertical dynamic wheel natural frequency, the change in the dynamic wheel load that accompanies it causes a change in the longitudinal and lateral directions that the wheel can transmit. The power decreases. The change in the wheel load or the wheel load change includes a deviation of the wheel load (the vertical force between the wheel and the road surface) from the static characteristic value.

[0006] W. Klinkner (“Adaptives Daempfungs-Syste system for controlling dampers of vehicle suspensions according to road surface and running conditions”)
m ADS zur fahrbahn- und fahrzustandsabhaengigen St
euerung von Daempfern einer Fahrzeugfederung) ”V
In VDI Bericht No. 778, Düsseldorf 1989), in a vertical dynamic vehicle control system, the damping of the adaptive chassis is adjusted according to a static characteristic quantity that describes the characteristics of the road surface. For that purpose, the signals of the acceleration sensors of the vehicle body and the wheels are used. In this paper, it is proposed to treat the road surface irregularities detected in various frequency regions separately according to the frequency, for which a large number of filters connected in parallel are used. A disadvantage of this type of system is the great cost both in terms of sensor technology and in terms of filters.

D. Konik's paper ("Berechnung unbekannter Eingangssignale aus Messs
ignalen am Beispiel der Unebenheitsermittelung) "
Arte Outmatique Lung Stechinique (at-A
utomatisierungstechnik) 39 (1991) No. 6, 2nd
05-210) deals with calculating the unknown input signal from the measured signal of the system. In this paper, an inverse system design is used to calculate road surface irregularities using a signal representing the acceleration of the vehicle body and a signal representing the relative distance between the vehicle body and the wheels.

Further, it is also known to measure the distance between the vehicle and the road surface and to detect the unevenness of the road surface by using a special sensor (ultrasonic wave, radar, microwave, etc.). Regarding the statistical method, I will point out the literature in the following text.

[0009]

SUMMARY OF THE INVENTION The object of the invention is to provide a system for obtaining a signal representative of the transition of the road surface.

[0010]

This problem is solved by the features of claim 1. That is, according to the present invention, a system for obtaining a signal representative of a road surface for use in a closed loop control, an open loop control and / or a monitoring system of driving dynamics, particularly in a passenger vehicle and a commercial vehicle, is provided. A first signal representative of a relative movement with one wheel is detected and, on the basis of said first signal, a second signal representative of a transition of the road surface under each wheel which is rotationally moved is formed. A system for obtaining a signal representative of a road surface is provided, characterized in that a first means is provided.

[0011]

In the system according to the invention, data relating to road surface characteristics is determined and can be taken into account in a number of electronic regulation and control systems of vehicles (passenger cars, motorcycles, trucks, etc.) associated with the road surface. This is especially the case for anti-lock systems (ABS) or brake slip adjustment systems during braking, drive slip control systems (ARS), driving stability monitoring systems, steering control systems, or adaptive, semi-active, partially active or fully active chassis. The present invention can be applied to the closed loop control system, the open loop control system and the monitoring system of dynamic characteristics. The present invention describes a method for obtaining a signal that at least substantially reproduces the transition of road surface unevenness in real time. To that end, a signal representative of the relative movement between the vehicle body and the at least one wheel is detected. On the basis of these signals, according to the invention, other signals are produced which in each case reproduce in real time the surface of the road on which the wheels are rotating. The system of the present invention is a vehicle 1
It can be used for one or many wheels.

In the preferred embodiment of the system of the present invention, the time signal (a large amount of data) for reproducing the road surface unevenness in real time is reduced. In order to reduce these enormous amounts of data, characteristic quantities that characterize the transition of the road surface or the characteristics of the road surface are required (data reduction).

Another preferred embodiment of the system of the present invention is
It is to further reduce the number of characteristic amounts obtained as a result of the data reduction as described above in another step. This is done according to the invention by classifying these characteristic quantities.

Therefore, in the system of the present invention, data for reproducing the transition of the road surface unevenness in real time is required,
And / or characteristic quantities relating to the course of the road surface are provided and / or classified characteristic quantities are determined. These data relating to the road surface are provided according to the invention to a closed-loop control, an open-loop control and / or a monitoring system of the driving dynamics. These systems take into account the data obtained according to the invention and control parameters, for example control parameters of dynamic closed loop control systems, open loop control systems and / or monitoring systems (eg factors and / or thresholds). By adapting the controller setpoint and / or part of the control algorithm, it is adapted to the road profile. However, it should be emphasized that the data relating to the road surface characteristics obtained according to the present invention should not be used to detect the road surface condition (dry, wet, icy, etc.) but merely to describe the road surface unevenness or its characteristics. It means that you can Features of other preferred embodiments of the inventive system are set forth in the dependent claims.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the system of the present invention is shown in the drawings and will be described in detail below. In this embodiment, the system of the present invention will be described using the block circuit of FIG.

In FIG. 1, reference numeral 100 indicates a sensor means. Reference numerals 101, 102 and 103 represent first, second and third means for performing signal processing. A signal is supplied to these means from a fifth means indicated by reference numeral 105. Code 1
Shown at 04 is a closed-loop control, open-loop control and / or monitoring system of driving dynamics.

In the first step, the sensor means 1
At 00, a first signal representing the relative movement of the vehicle body and at least one wheel is detected. This first signal is a processed signal of a sensor that measures the amount of spring displacement and / or the speed of spring displacement between the vehicle body and at least one wheel. When the spring displacement amount is measured, the first signal Xari (t) is output to the output side of the sensor means 100. If the sensor means 100 measures the spring displacement velocity, a first signal Xari '(t) is output. The index i then indicates that the signal belongs to the i-th wheel unit. The above-mentioned first signal Xarit (t) or Xa
In addition to or instead of ri '(t), it is also possible to detect a movement of at least one axle of the vehicle, for example a fourth signal representative of axle acceleration.

The transfer characteristic of the first means 101 will be described below with reference to FIG. Reference numerals 201, 202 and 20 in FIG.
Reference numerals 3, 204, 205 and 206 denote two-body models related to wheel units. The wheels are in contact with the roadway 204. Here, the rigidity of the tire is the spring 2 having the spring constant Cr.
It is described in the model as 05. Therefore the spring 206
The combination of the damper 203 with which the damping characteristic can be closed-loop controlled here represents a suspension system and / or damper system to be subjected to open-loop or closed-loop control of the wheel unit. In this embodiment, the damper 203 is assumed to be capable of closed loop control, and the characteristic of the spring 206 is described by a constant value C. What is indicated by Xa or Xr is the movement of the vehicle body 201 or the movement of the wheels, and particularly the movement from the equilibrium position when the vehicle is stationary (the state where no load is loaded). Xe indicates the unevenness of the road surface. The mass of the vehicle body is represented by Ma, and the mass of the wheels is represented by Mr. The measurement value sensor 207 detects the spring displacement movement of the wheel unit. The output signal of the measured value sensor 207 is optionally pre-processed, and Xarit (t) or Xari ′ is output as the first signal on the output side of the sensor means 100 (FIG. 1).
(T) is output.

The vertical dynamic motion of the actual vehicle wheel unit is well approximated by the two-body model shown in FIG. As a theoretical relationship between the transition Xe (t) of the road surface and the distance measured by an appropriate sensor between the wheel unit and the vehicle body using the coordinates and vehicle parameters shown in FIG. The following equation in is obtained.

[0020]

[Equation 3] Note that Mar = Ma + Mr is the sum of the mass of the vehicle body and the mass of the wheels according to the share, and Xari is the relative spring displacement amount Xa-Xr in the i-th wheel unit. Equation (4) cannot be conveniently used to actually implement the chassis closed loop control system of the present invention. This is because the required integration of the spring displacement signal twice cannot be stably realized in an open loop controller. However, a good approximation of equation (4) is

[Equation 4] Here, the quantities e, w and delta are, for example, filter parameters which are adapted to the spring displacement motion signal to be evaluated and which ensure a stable integration.

Equation (5) is a continuous, stable 4
It describes the following filter: This filter can be discrete in a known manner for implementation in a digital open loop controller. In that case, the first device 101 has the transfer characteristic described in equation (5) and is spring displaced or de-averaged (entmittelte).
n) The spring displacement amount is detected by the first sensor means 100.

Beyond the above description, further, the fourth order filter arrangement (n =
4) can be reduced. In that case, this is done by: For example, the following formula,
Ie

[Equation 5] Is adapted such that equation (4) or equation (5) is optimally approximated in the frequency band considered so that the square of the error is minimized. Thereby the cost of the calculations required in the control unit is significantly reduced.

In the vehicle under consideration, the spring displacement signal Xa
If the spring displacement velocity signal Xari 'can be used instead of ri, the method described above is used as well. In that case, instead of equation (4),

[Equation 6] Is used instead of equation (6)

[Equation 7] Is used.

The method described above can be used for one or many wheels (i = 1, 2, 24666) of the vehicle under consideration. That is, for example, it is possible to consider only the spring displacement amount signals of the two front wheels. This is because the road surface unevenness associated with the rear wheels approximately corresponds to the road surface unevenness of the front wheels having a time difference T, and this time difference is calculated from the axial distance L and the traveling speed V according to T = L / V. can get.

If the parameters required in the above equation are not stored in the first means 101 as constant parameters in the first means 101, the fifth means 105
Supplied from In particular, the quantities e, w and delta, which are adapted, for example, to the spring displacement motion signal to be evaluated, are correspondingly selected by the fifth means.

On the output side of the first means 101, there is provided a second indicating the transition of the road surface Xe below the rolling wheels.
Signal Si (t) is output. This second signal Si
(T) can be fed directly to the closed-loop control of the driving dynamics, the open-loop control and / or the monitoring system 104. This is because the second signal carries the total amount of information about the course of the road surface. In this example,
As described below, the data amount of the second signal is reduced. This makes it possible to obtain more detailed information about the course of the road surface, to a greater or lesser extent, according to the respective embodiments of the inventive system.

In the first step of reducing the data, the second signal Si (t) is supplied to the second means 102.
Appropriately describe the road surface in the second means 102 on the basis of the second signal Si (t) or on the basis of signals of other sensor configurations (eg from a vertical axle acceleration signal) 1
One or many characteristic quantities Ki (t) are obtained. This means that from the time signal, for example, the second signal Si (t) (a large amount of data), a small characteristic amount that characterizes the transition of the road surface or its characteristics can be obtained (data Reduction). The third signal Ki (t) is output to the output side of the second means 102. Therefore, the second means 102
The feature is that the amount of information of the second signal Si (t) is reduced.

In order to obtain the characteristic quantity Ki (t), various methods can be used in detail, which will be described later. These methods can be used alone or in combination to form the characteristic quantity Ki (t).

1. Based on the (RMS-) effective value and / or peak value of the second signal Si (t) that describes the transition of the surface of the road, the second signal Si (t)
Statistical characteristic values such as RMS- (root mean square) effective value, moving RMS-effective value and / or peak value of (t) are obtained. In order to form the RMS value, the absolute values of the above-mentioned signals can be formed respectively in analog or digital form (rectification). Next, low-pass filtering is performed to obtain an estimated value of the effective value. If, in addition to or instead of forming the absolute value, the signal under consideration is squared and then low-pass filtered to determine the root, the estimated RMS-effective value is obtained.

In order to form the peak value, over a fixed period of time, that is to say over a selectable time interval, the maximum generated signal amplitude (second signal Si
(T)) is considered. The time intervals selectable in that case are configured as sliding time windows so as to always follow the actual time course.

2. Counting Method for Determining Frequency Within a Predetermined Signal Amplitude Classification and Selectable Time Intervals In this case, the amplitude classification is subdivided to form a discrete amplitude distribution of the second signal Si (t). Then, the frequency of occurrence of the corresponding amplitude value is obtained within a fixed period (selectable time interval). The period considered in that case is always followed by the actual time course to form the moving time window. It is also possible to substitute the absolute value of the amplitude instead of the actual (signed) amplitude value.

In order to further reduce the data based on the discrete amplitude distribution, statistical characteristic values such as average value, variance and higher order statistical moment can be obtained in a simple manner. To further reduce the data,
In particular, it is also possible to adapt a given function of a given type of equation to the shape of the amplitude distribution, for example to minimize the square of the error. The parameters thus obtained of this function can be used for classification. For example, here, taking the Gaussian distribution as an example, the mean value and the variance follow the Gaussian distribution from the parameters. Another example is the fitting of polynomial functions. In that case, the polynomial coefficient is used as the parameter or the zero setting of the polynomial is used as the characteristic quantity.

3. Frequency analysis. In this case, the spectral distribution of the signal amplitude of the second signal Si (t) is determined using a known algorithm for frequency analysis (eg FFT, Brigham, E.F.
O.): The Fast Fourier Transfor
m), Prentich-Hall, Engelwood Cliffs, NJ, 1974)) Determined according to frequency within a fixed period (selectable time interval). The period considered in that case forms a sliding time window so as to always follow the actual time transition.

In order to further reduce the data from the frequency-discrete spectral distribution thus obtained, the second
The statistical characteristic values such as the average value, the variance, and the effective value of the signal Si (t) are obtained by a simple method. To further reduce the data, a particular function of a mathematical expression of a given type is fitted, for example, to the shape of the spectral distribution in order to minimize the square of the error, and the parameters thus obtained of this function are It can also be used for classification. That is, for example, a rational fraction function can be adapted, and in that case, a polynomial coefficient or a polar or zero setting of a rational fraction function can be selected as a classification parameter.

4. Parameter identification method In this case, a simplified operation of a so-called form filter is used, which reduces the actually obtained second signal Si (t) into one or more hypothetical white noise random processes Wi (t). Model, for example, a model in the form of a difference equation, a differential equation or a transfer function is the second signal Si
It is identified from (t). (Box, GEP, Jenkins, Jenkins,
GM: Time Series Analys / Prediction and Control
is-Forecasting and Control), Holden Day (Ho
lden-Day), San Francisco, 1976). Many parameter identification methods are known to identify this type of model (Eykhoff, P.): System identification, parameter and state estimation.
ion, Parameter and State Estimation), Wiley and Sons, London 197
4). For example, the least-squares estimation method, the maximum likelihood estimation method, the correlation method, or the FFT-based method is described in the literature (Eykhoff,
P.): System identification, parameter and state estimation (System
Identification, Parameter and State Estimation),
Wiley and Sons, London 1974 and Astroe K. J.
m, KJ): Maximum likelihood and prediction error method (Maximun Likeli
hood and Prediction Error Methods), Automatica (16) 1980, 551-574.
Page and Bedat, JS, Piersol, AG: Engineering Application of C
orrelation and Spectral Analysis), Wiley and Sons, London 198
0).

In this case, the white noise random process Wi (t) is used as the parameter for classifying the road surface.
The coefficient (dynamic characteristic model) of the form filter that identifies the strength of the is considered.

In the second means 102, the second signal Si
By processing (t), using the method described above,
A parameter or characteristic quantity Ki (t) characterizing the transition of the road surface is obtained. The methods described above can be used individually or in combination to determine a characteristic quantity. The selection of the time intervals in the method described above may be fixed, or it may be selected according to varying quantities of driving conditions and / or representations. This time interval and other parameters implementing the method described above are supplied by the fifth means 105 to the second means 102. In this case, it should be mentioned in particular that the selection of the time range is made according to the travel speed and / or the course of the road surface itself.

On the output side of the second means 102, the above-mentioned 1
A third signal Ki (t) representing the characteristic amount obtained according to one or more methods is output. This third signal K
Further data reduction is performed in the third means 103 based on i (t). This is preferably the third signal Ki
This is done by classifying (t). This is
This is done by comparing the third signal Ki (t) or the resulting characteristic value of the road surface with one or several different threshold values. The classification can be expressed as a numerical result according to a logical result or a comparison result. When there are a large number of features, a combination of satisfying various accompanying thresholds and additional logical combinations (and, or, exclusive-or) or a combination thereof to “cluster”. However, it is important to make the classification results correspond only if the features combined or combined in this way are fulfilled.

Therefore, in the third means 103, in order to reduce the data, the third signal Ki (t) is compared with the threshold value to classify the third signal Ki (t). In that case, the threshold value is fixedly selected or is selected according to a variable that changes and / or represents the running state. The third signal Kli (t) classified as the classification result is output to the output side of the third means 103.

This classified third signal Kli (t) is supplied to the closed-loop control, open-loop control and / or monitoring system 104 of the driving dynamics. A third parameter Kli (t) classified within the closed-loop control of the driving dynamics, the open-loop control and / or the monitoring system is taken into account and the control parameter, for example the closed-loop control of the driving dynamics, the open-loop control and / or Or part of the control parameters (eg coefficients and / or thresholds), controller setpoints and / or control algorithms of the monitoring system are classified into a third signal Kli (t)
Is changed according to.

Adapting the closed-loop control, open-loop control and / or monitoring system of the driving dynamics to the course of the road surface in this way bypasses the third means 103 and becomes the third.
Alternatively, the signal Ki (t) can be used. In each case, this means that the respective driving dynamics control system is adapted to the road conditions to some extent.

Examples of closed-loop control, open-loop control and / or monitoring system 104 for driving dynamics include the following systems. In that case, a combination of the systems described below can also be used.

I. Vertical dynamic vehicle control system 1. Chassis control system: Changes in suspension and / or damper parameters, such as skyhook dampers,
It is carried out in a passive damper, a frequency-selective damper of a semi-active or partially active chassis control system in order to obtain the most favorable vehicle characteristics in terms of comfort and driving safety for the respective type of road surface.

II. Horizontal dynamic vehicle control system 1. Driving stability monitoring system For example, there is known a system that monitors driving stability during obstacle avoidance operation, warns the driver when approaching the vehicle limit area, or automatically intervenes in the drive system. ..

2. 2. Description of the Related Art Steering control systems, particularly rear axle steering systems, for example, in the case of obstacle avoidance operation, are known steering systems that intervene in steering as desired to perform open-loop or closed-loop control to improve traveling stability. In that case, a steering system in which not only the front axle but also the wheels of the rear axle can be steered is particularly mentioned.

3. Lock prevention system during braking (AB
S) or braking slip adjustment systems (stability enhancement, steerability optimization) are known from the prior art.

4. Drive slip control system (ASR)
Are also known from the prior art.

In connection with the dynamic vehicle control system in the horizontal direction, it is important from the longitudinal and lateral values that can be transmitted from the tire. When the road surface characteristics are “poor”, for example, when the unevenness amplitude in the vertical dynamic wheel natural frequency region is large, the dynamic changes in wheel addition that accompany it can be transmitted in the longitudinal and lateral directions of the wheel. Reduce the power of. The method of carrying out the system according to the invention as described above ensures that the characteristics of the dynamic vehicle system in the horizontal direction are adapted to the road surface situation by a suitable adaptation method. In the case of a dynamic vehicle control system in the vertical direction, for example, the chassis control system is changed according to the condition of the road surface, and in a situation where there is no driving problem, the most comfortable tuning is selected. If, at the same time, poor road surface characteristics are present, a safest possible, for example hard chassis tuning is carried out.

[0049]

As is apparent from the above description, according to the present invention, a large number of electronic adjustments and controls of a vehicle (passenger car, motorcycle, truck, etc.) that obtains data relating to road surface characteristics and connects it to the road surface are obtained. It can be taken into account in the system. The invention applies in particular to antilock systems (ABS) or brake slip adjustment systems during braking, drive slip control systems (ARS), driving stability monitoring systems, steering control systems, or adaptive, semi-active, partially active or fully active. It is applicable to dynamic chassis closed-loop control systems, open-loop control systems and monitoring systems. Further, according to the present invention, it is possible to obtain a signal which at least substantially reproduces the transition of the road surface unevenness in real time. To that end, a signal representative of the relative movement between the vehicle body and the at least one wheel is detected. On the basis of these signals, according to the invention, other signals are produced which in each case reproduce in real time the surface of the road on which the wheels are rotating.

Further, in the preferred embodiment of the system of the present invention, the time signal (a large amount of data) for reproducing the road surface unevenness in real time is reduced. Furthermore, according to another preferred embodiment of the system of the present invention, it is possible to further reduce the number of characteristic quantities obtained as a result of the above data reduction in another step.

[Brief description of drawings]

FIG. 1 is a block circuit diagram showing a system of the present invention.

FIG. 2 is an explanatory diagram showing a two-body model.

[Explanation of symbols]

 201 vehicle body 202 wheels 203 damper 204 road surface 205 tire 206 suspension 207 sensor

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Reiner Karenbach, Germany, 7050 Biblingen-Neustadt, Kukukbeek 6 (72) Inventor Heinz Decker, Germany, 7257 Dittingen-Scheckingen, Schlossstraße 36 (72) Inventor Stefan Otterbine Germany 7,000 Stuttgart 30, Heidestraße 45

Claims (10)

[Claims] 1. A system for obtaining a signal representative of a road surface for use in closed-loop control, open-loop control and / or monitoring systems of driving dynamics, especially in passenger vehicles and commercial vehicles, the vehicle body and at least one wheel. A first signal [Xari (t) or Xari '(t)] representing relative motion with is detected, and the first signal [Xari (t) or Xari'
A first means (101) is provided for generating a second signal [Si (t)], which represents the transition of the road surface under each wheel that is rotating based on (t)]. A system for obtaining a signal representing the surface of a road. 2. A third characteristic value representing an appropriate characteristic amount for the transition of the road surface based on the second signal [Si (t)].
Second means (1) for forming the signal [Ki (t)] of
02) is provided. The system according to claim 1, characterized in that 3. System according to claim 1 or 2, characterized in that a third means (103) is provided for classifying the third signal [Ki (t)]. 4. A closed-loop control, an open-loop control and / or a control of the driving dynamics taking into account the third signal [Ki (t)] and / or the classified third signal [Kli (t)]. Or part of a control parameter (eg coefficient and / or threshold value), control target value and / or control algorithm of the monitoring system, said third signal [Ki (t)] and / or said classified third. Variable [Kli (t)] of the dynamics, whereby the closed-loop control of the dynamics, the open-loop control and / or the monitoring system (104) are adapted to the course of the road surface. The system according to any one of 1 to 3. 5. A vertical dynamic vehicle control system such as a chassis control system as the closed-loop control, open-loop control and / or monitoring system (104) of the driving dynamic characteristic, and / or driving stability monitoring and steering control. 5. A system as claimed in any one of the preceding claims, characterized in that a horizontal dynamic vehicle control system is provided, in particular a rear axle steering control, braking slip adjustment and / or drive slip control system. .. 6. The method according to claim 1, wherein the second means (102) reduces the amount of information of the second signal [Si (t)]. System of. 7. The third means (103) compares the third signal [Ki (t)] with one or a plurality of threshold values, and according to the comparison, the classified third signal [Ki (t)]. Kli (t)] is formed to classify the third signal [Ki (t)], in which case the threshold value is fixedly selected or the running state changes. 7. System according to any of the claims 1 to 6, characterized in that it is selected according to a quantity and / or a quantity which represents a driving state. 8. The effective value of the second signal [Si (t)] and the effective value of the second signal [Si (t)] are reduced in the second means (102) in order to reduce the amount of information of the second signal [Si (t)]. And / or a peak value is determined within a selectable time interval and / or a counting process is performed to determine a frequency within a predetermined signal amplitude classification and selectable time interval, and / or The spectral distribution of the signal amplitude of the second signal [Si (t)] is determined according to the frequency within a selectable time interval, in which case the sliding time is adjusted so that the time interval follows the actual passage of time. It takes the form of a window and from this spectral distribution the second signal [Si
(T)], a statistical characteristic value such as an average value, a variance, and an effective value is obtained, and / or a parameter identification method is used, in which case the time interval is fixedly selected, or the running state changes. 8. System according to any of the claims 1 to 7, characterized in that it is selected according to a quantity and / or a quantity representative of a driving state. 9. The first signal [Xari (t) or Xa
ri '(t)], or alternatively, a fourth signal representative of movement of at least one axle of the vehicle, for example axle acceleration, is detected.
9. The system according to any one of 8 to 8. 10. The transfer characteristic of the first means (101) is determined by using a vehicle model describing the vertical dynamic characteristics of a wheel unit of the vehicle, in which case, for example, the first means ( In the Laplace region where the transmission characteristic of 101) is the Laplace variable, s is a normal Laplace variable, and the spring displacement amount is represented as an input signal of the first means (101).
When the signal [Xari (t)] of Or when the first signal [Xari ′ (t)] representing the spring displacement velocity is applied as an input signal of the first means (101), The system according to any one of claims 1 to 9, characterized in that