SE1450014A1 - Control system for air suspension - Google Patents

Control system for air suspension Download PDF

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Publication number
SE1450014A1
SE1450014A1 SE1450014A SE1450014A SE1450014A1 SE 1450014 A1 SE1450014 A1 SE 1450014A1 SE 1450014 A SE1450014 A SE 1450014A SE 1450014 A SE1450014 A SE 1450014A SE 1450014 A1 SE1450014 A1 SE 1450014A1
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SE
Sweden
Prior art keywords
air suspension
control
cab
module
acceleration
Prior art date
Application number
SE1450014A
Other languages
Swedish (sv)
Inventor
Eduardo Silveira Oliveira
Rubens Encinas Garcia
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1450014A priority Critical patent/SE1450014A1/en
Priority to PCT/SE2015/050002 priority patent/WO2015105454A1/en
Priority to DE112015000259.6T priority patent/DE112015000259T5/en
Publication of SE1450014A1 publication Critical patent/SE1450014A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D33/00—Superstructures for load-carrying vehicles
    • B62D33/06—Drivers' cabs
    • B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
    • B62D33/0608—Cabs insulated against vibrations or noise, e.g. with elastic suspension pneumatic or hydraulic suspension
    • 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
    • B60G99/00—Subject matter not provided for in other groups of this subclass
    • B60G99/002—Suspension details of the suspension of the vehicle body on the vehicle chassis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F16F15/027—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means comprising control arrangements
    • F16F15/0275—Control of stiffness
    • 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
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/16—Mounting of vehicle body on chassis
    • B60G2204/162—Cabins, e.g. for trucks, tractors
    • 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
    • B60G2400/10—Acceleration; Deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/512—Pressure in suspension unit in spring
    • B60G2400/5122—Fluid spring
    • B60G2400/51222—Pneumatic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/10—Piezoelectric elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Abstract An air suspension control system (2) to control a predetermined number of airsuspension modules (4) configured to suspend a cab (6) of a vehicle (8), thecontrol system (2) comprises a predetermined number of air suspension controlunits (10), each configured to control one air suspension module (4), a controlmodule (12), configured to apply an air suspension control algorithm, definingdesired performance of the air suspension. An acceleration sensor module (14) isarranged at the cab (6) and configured to measure the acceleration of the cab (6)in a number of predefined directions, and to generate an acceleration signal (16)that includes real-time acceleration values measured by the acceleration sensormodule (14). The control module (12) is configured to receive said accelerationsignal (16) and to calculate, based upon at least said real-time accelerationvalues, a set of movement measures being a representation of the movements ofthe cab (6). The control system (2) further comprises a communication bus (18)connected to the air suspension control units (10) and to the control module (12),the communication bus (18) is configured to perform the communication betweensaid control units (10) and said control module (12) using a real-time high-speedcommunication protocol, wherein said air suspension control algorithm is applied,by said control module (12) using said set of movement measures, in a PIDcontroller (20) to control the air suspension modules (4), in order to achieve said desired performance of the air suspension. (Figure 2)

Description

TitleAir suspension control system Field of the invention The present invention relates to a system and a method according to thepreambles of the independent claims, and relates generally to the field of activesuspension systems used in vehicles. More particularly, the invention relates to anair suspension control system, and method, in a vehicle having an active cab airsuspension system for achieving a control of the air suspension system thatimproves the driver's comfort, e.g. for trucks running on bad road conditions.
Background of the invention ln a vehicle, e.g. a truck or a work vehicle, that does not include a cab suspensionsystem, the ride quality and operator comfort of the vehicle is adversely affectedby vibrations or movement transmitted from the frame or chassis of the vehicle tothe operator's cab. As the vehicle travels across a surface, movement of thechassis induces the operator's cab to pitch, roll and bounce. Movement of the cabcan be particularly severe in agricultural and construction equipment vehicles(e.g., tractors, combines, backhoes, cranes, dozers, trenchers, skid-steer loaders,etc.) because such vehicles typically operate on off-road surfaces or fields havinga high level of bumpiness.
Operator comfort may also be adversely affected by the operation of varioussystems on a work vehicle. ln particular, operation of various work vehiclesystems can cause forces to be applied to the chassis of the vehicle which, inturn, are transmitted to the cab. Examples of these forces include the following:draft forces exerted on the hitch of an agricultural tractor by an implement (e.g., aplow) which can cause the cab to pitch; normal forces applied to a vehicle as thevehicle turns in response to a steering device which can cause the cab to roll;clutch forces generated when a work vehicle clutch (e.g., a main drive clutch; four-wheel drive clutch) is engaged or disengaged which can cause the cab to pitch;gear shift forces generated when a transmission of a work vehicle is shifted which can cause the cab to pitch; braking forces generated as brakes of a work vehicle 2 are operated which can cause the cab to pitch; acceleration forces generatedwhen a speed actuator changes the speed of a vehicle which can cause the cab to pitch; etc.
To improve ride quality and operator comfort, vehicles have been equipped withpassive, semi-active or active suspension systems to isolate the operator fromvibrations caused by surface bumps. Such systems include vibration isolatorsmounted between the chassis and cab or seat. Passive systems use passivevibration isolators (e.g., rubber isolators, springs with friction or viscous dampers)to damp vibrations with different isolators used to damp different frequencies.
Active systems use sensors to sense cab movement and a controller to generatecontrol signals for an actuator which applies a force to the cab to cancel vibrationstransmitted to the cab by the chassis. The power needed to apply the force is supplied by an external source (e.g., hydraulic pump). ln US-2001/0044685 is disclosed an active suspension system used in workvehicles. The apparatus, which is in a work vehicle that includes a chassis, anoperator's cab and an active cab suspension system, includes a sensor that isconfigured to sense a quantity representative of the vibration experienced by thecomponent of the work vehicle and to develop a first signal indicative of thatquantity. The cab suspension system is then controlled, via a communication busthat works under the SAE J-1939 protocol standard, in dependence of thedetermined quantity. The baud rate of SAE J-1939 is 500 kbit/s (version J-1939/14).
US-6029764 and US-2007/0045067 relate to similar active suspension controlsystems.
Although the present active cab suspension control systems have improved the cab suspension and the driver comfort, these systems still have drawbacks, e.g. 3 with regard to being slow to react on sudden events, and therefore do not meetthe driver's comfort demands.
The object of the present invention is to achieve an improved cab air suspensioncontrol, which is fast and precise and thereby meets the requirements set by the drivers.
Summarv of the invention The above-mentioned object is achieved by the present invention according to theindependent claims.
Preferred embodiments are set forth in the dependent claims.
The present invention is based upon the inventor's insight that the use of a high-speed communication protoco| (e.g. FlexRayTM) is a presumption to gain fulladvantage of the control capability of a PID-controller for controlling the airsuspension of a cab. More specifically, due to the high-speed communication thereal-time control of the air pressures in the air bellows of the air suspensionmodules using acceleration measurements of the cab movements is madepossible.
Thereby is a cab air suspension system is achieved that greatly improves thetruck driver's comfort.
A high-speed communication protoco| is necessary to exchange informationamong the air suspension control units and the control module, and the PIDcontroller is required to have a complete control of all parameters (responsecharacteristics) such as rise time, overshoot, settling time and cancelation of thesteady-state error.
Short description of the appended drawinqsFigure 1 is a schematic drawing illustrating a vehicle provided with an airsuspension control system according to the present invention. 4 Figure 2 is a block diagram schematically illustrating an air suspension controlsystem according to the present invention.Figure 3 is a flow diagram illustrating the method according to the present invenfion.
Detailed description of preferred embodiments of the invention The improved air suspension control system will now be described withreferences to figures 1 and 2. Throughout the figures the same or equivalent items have the same reference signs.
An air suspension control system 2 is provided to control a predetermined numberof air suspension modules 4, e.g. four air suspension modules (41, 42, 43, 44),configured to suspend a cab 6 of a vehicle 8, a truck, a working vehicle, or anyvehicle discussed in the background section.
The air suspension module 4 is of a conventional type and will therefore not bedescribed in detail herein. lt comprises an air bellow, an air valve for injecting orwithdrawing air from the air bellow, a pressure sensor to measure the pressurewithin the air bellow. ln one embodiment two air suspension modules are arranged in the front of the cab and two modules in the rear.
The control system 2 comprises a predetermined number of air suspensioncontrol units 10, each configured to control one air suspension module 4.Preferably, each air suspension control unit 10 is mounted at an air suspensionmodule. The air suspension control unit 10 is an electrical control unit configuredto control the air valve of the air bellow via air valve control signal 11 (111, 112,113, 114 in the embodiment illustrated in figure 2). ln addition it is configured toreceive a pressure signal 13 (131, 132, 133, 134 in the embodiment illustrated in figure 2) being the pressure measured inside the air bellow (see figure 2).
Furthermore, a control module 12 is provided, configured to apply an airsuspension control algorithm, defining desired performance of the air suspension. 5 The control algorithm uses a mathematical representation determined for thebehavior of each air suspension module, and a compound mathematicalrepresentation is determined for the whole system, i.e. all air suspension modulesused to suspend the cab. The mathematical representation includes parameterssuch as damping coefficients, stiffness, and time constants.
More specifically, and in addition, the control algorithm includes a set of rules thattranslates a measure to an activity, e.g. one rule could be: the truck turns left, thecab then probably will tilt to the right- one possible control of the air suspensionwould then be to increase the air pressure in the right air suspensions, andpossibly decrease the air pressure in the left air suspensions.
The air suspension control system 2 further comprises an acceleration sensormodule 14 arranged at the cab 6 and configured to measure the acceleration ofthe cab 6 in a number of predefined directions.
Advantageously, the acceleration sensor module 14 comprises one or manyseparate accelerometers, e.g. piezoelectric accelerometers. Preferably, thepredefined directions being the X and Y directions of the vehicle, i.e. along thelongitudinal direction of the vehicle, and perpendicularly to that direction, in anessentially horizontal plane. The accelerometers are preferably placed in the cab in different places in order to sense roll and pitch angles.
The acceleration sensor is configured to generate an acceleration signal 16 thatincludes real-time acceleration values measured by the acceleration sensor module 14, and to apply the acceleration signal 16 to the control module 12.
The control module 12 is configured to receive the acceleration signal 16 and tocalculate, based upon at least said real-time acceleration values, a set ofmovement measures being a representation of the movements of the cab 6.The calculated movement measures represent the measured real-time state ofthe cab and that these measures include e.g. the acceleration, direction and magnitude of a movement.
The control system 2 further comprises a communication bus 18 connected to theair suspension control units 10 and to the control module 12. The communicationbus 18 is configured to perform the communication between the air suspensioncontrol units 10 and the control module 12 using a real-time high-speed communication protocol.
The high-speed communication protocol works with the speed of approximately10 Mb/s or higher According to one embodiment the high-speed communication protocol is FlexRayTM, which will be discussed in detail below.
The air suspension control algorithm is applied, by the control module 12 usingthe set of movement measures, in a PID controller 20 to control the airsuspension modules 4, in order to achieve the desired performance of the air suspension.
More specifically, the PID controller 20 is configured to control the air pressures inair bellows of the air suspension modules 4, by determining specific controlparameters to be applied by the respective air suspension control units to the airsuspension modules, i.e. by applying air valve control signals 11 to the airsuspension modules. When determining the control parameters, other alreadyavailable signals in the truck may also be used, such as truck speed, tirepressure, truck weigh, etc.
The tuning of a PID controller must be made taking the mathematicalrepresentation and all different parameters into account. A general discussion oftuning of a PID controller is presented at the end of the description, which is applicable for this specific application.
With reference to the flow diagram illustrated in figure 3, a method in an airsuspension system will be described. When describing the method it is generally 7 referred to the above description of the system where the system is described more in detail.
A method is provided to be applied in an air suspension control system 2 tocontrol a predetermined number of air suspension modules 4 configured tosuspend a cab 6 of a vehicle 8. The control system 2 comprises a predeterminednumber of air suspension control units 10, each configured to control one airsuspension module 4, and a control module 12, configured to apply an airsuspension control algorithm, defining desired performance of the air suspension.
The method comprises the steps of:A - measuring, by an acceleration sensor module 14 arranged at the cab 6, theacceleration of the cab 6 in a number of predefined directions.
B - generating an acceleration signal 16 that includes real-time acceleration values measured by the acceleration sensor module 14.
C - applying the acceleration signal 16 to the control module (12).
D - calculating, in the control module 12, based upon at least said real-timeacceleration values, a set of movement measures being a representation of themovements of the cab 6.
Advantageously, the movement measures represent the measured real-time stateof the cab and that these measures include the acceleration, direction and magnitude of a movement.
The method further comprises the steps of:E - applying the air suspension control algorithm, using the set of movement measures, in a PID controller 20.
F - communicating control parameters to the air suspension control units via a communication bus using a real-time high-speed communication protocol.
G - controlling the air suspension modules 4, in order to achieve said desiredperformance of the air suspension.
Preferably, step G comprises controlling, by said PID controller 20, the air pressures in air bellows of the air suspension modules 4.
The high-speed communication protocol works with the speed of approximately10 Mb/s or higher. Preferably, the protocol is FlexRayTM.
According to another aspect of the invention a computer program is provided,including a program code P to cause a control module 14, or a computerconnected to the control module, to perform the method steps described above.
Tuning of a PID controller A proportional-integral-derivative controller (PID controller) is a generic controlloop feedback mechanism (controller) widely used in industrial control systems. APID controller calculates an "error" value as the difference between a measuredprocess variable and a desired setpoint. The controller attempts to minimize theerror by adjusting the process control inputs.
The PID controller algorithm involves three separate constant parameters, and isaccordingly sometimes called three-term control: the proportional, the integral andderivative values, denoted P, I, and D. Simply put, these values can be interpretedin terms of time: P depends on the present error, lon the accumulation of pasterrors, and D is a prediction of future errors, based on current rate of change. Theweighted sum of these three actions is used to adjust the process via a controlelement such as the position of a control valve, a damper, or the power suppliedto a heating element. ln the absence of knowledge of the underlying process, a PID controller has historically been considered to be the best controller. By tuning the three 9 parameters in the PID controller algorithm, the controller can provide controlaction designed for specific process requirements. The response of the controllercan be described in terms of the responsiveness of the controller to an error, thedegree to which the controller overshoots the setpoint, and the degree of systemoscillation. Note that the use of the PID algorithm for control does not guaranteeoptimal control of the system or system stability.
Some applications may require using only one or two actions to provide theappropriate system control. This is achieved by setting the other parameters tozero. A PID controller will be called a Pl, PD, P or I controller in the absence of therespective control actions. Pl controllers are fairly common, since derivative actionis sensitive to measurement noise, whereas the absence of an integral term may prevent the system from reaching its target value due to the control action. ln the journal article “Experimental Investigation on Road Vehicle ActiveSuspension” (Strojniški vestnik - Journal of Mechanical Engineering 59(2013)10,pp. 620-625, accepted for publication on 2013-06-20) is presented aninvestigation report for an electronically controlled pneumatic suspension system.The performance improvement in the passenger's comfort and attitude behaviourare evaluated for a proportional integral derivative (PID) controlled pneumaticsuspension design. ln the article is discussed the design and implementation of aPID controller using the Zeigler-Nichols and refined Zeigler-Nichols (RZN) tuningmethods while designing the PID controller. ln particular the proportional gain Kp,integral gain Ki and derivative gain Kd are the parameters that influence thecontroller design.
According to one embodiment of the present invention the PID controller 20 istuned by applying the Zeigler-Nichols or the refined Zeigler-Nichols (RZN) tuning methods. lO The FIeXRayTM communication protocol According to one implementation of the air suspension control system the high-speed communication protocol is FlexRayTM, which will be described in thefollowing.
FlexRayTM is an automotive network communications protocol developed by theFlexRayTM Consortium to govern on-board automotive computing. lt is designed tobe faster and more reliable than CAN (controller area network). The FlexRayTMstandard is now a set of ISO standards ISO-1 - 5.
A FlexRayTM system consists of a bus and processors (Electronic control units, orECUs). Each ECU has an independent clock. The clock drift must be not morethan 0.15% from the reference clock, so the difference between the slowest andthe fastest clock in the system is no greater than 0.3%.
As cars get smarter and electronics find their way into more and more automotiveapplications, existing automotive serial standards such as CAN and LlN do nothave the speed, reliability, or redundancy required for X-by-wire applications suchas brake-by-wire or steer by-wire. FlexRayTM fills the voids with a faster, faulttolerant, and time-triggered architecture that ensures dependable delivery ofmessages for safety applications. FlexRayTM is a differential bus running overeither a STP or an UTP at speeds up to 10 Mb/s, which is significantly faster thanLlN's 20 kb/s or CAN's 1 Mb/s rates. FlexRayTM uses a dual-channel architecturethat has two major benefits. First, the two channels can be configured to provideredundant communication in safety-critical applications to ensure the messagegets through. Second, the two channels can be configured to send uniqueinformation on each at 10 Mb/s, giving an overall bus transfer rate of 20 Mb/s inless safety-critical applications. FlexRayTM uses a time-triggered protocol thatincorporates the advantages of prior synchronous and asynchronous protocols viacommunication cycles that include both static and dynamic frames. Static framesare time slots of predetermined length allocated for each device on the bus tocommunicate during each cycle. Each device on the bus is also given a chance tocommunicate during each cycle via a dynamic frame which can vary in length(and time). The FlexRayTM frame is made up of three major segments: the headersegment, the payload segment, and the trailer segment. ll The present invention is not limited to the above-described preferred embodiments. Various alternatives, modifications and equivalents may be used.
Therefore, the above embodiments should not be taken as Iimiting the scope ofthe invention, which is defined by the appending claims.

Claims (12)

12 Claims
1. An air suspension control system (2) to control a predetermined numberof air suspension modules (4) configured to suspend a cab (6) of a vehicle (8), thecontrol system (2) comprises: - a predetermined number of air suspension control units (10), each configured tocontrol one air suspension module (4), - a control module (12), configured to apply an air suspension control algorithm,defining desired performance of the air suspension, - an acceleration sensor module (14) arranged at the cab (6) and configured tomeasure the acceleration of the cab (6) in a number of predefined directions, andto generate an acceleration signal (16) that includes real-time acceleration valuesmeasured by the acceleration sensor module (14), and to apply said accelerationsignal (16) to the control module (12), and that said control module (12) isconfigured to receive said acceleration signal (16) and to calculate, based upon atleast said real-time acceleration values, a set of movement measures being arepresentation of the movements of the cab (6), c h a r a c t e r i z e d i n that said control system (2) further comprises: - a communication bus (18) connected to the air suspension control units (10) andto the control module (12), the communication bus (18) is configured to performthe communication between said control units (10) and said control module (12)using a real-time high-speed communication protocol, wherein said air suspension control algorithm is applied, by said control module(12) using said set of movement measures, in a PID controller (20) to control theair suspension modules (4), in order to achieve said desired performance of the air suspension.
2. The air suspension control system according to claim 1, wherein said PIDcontroller (20) is configured to control the air pressures in air bellows of the air suspension modules (4).
3. The air suspension control system according to claim 1 or 2, wherein saidhigh-speed communication protocol works with the speed of approximately 10 13 Mb/s or higher.
4. The air suspension control system according to any of claims 1-3, wherein said high-speed communication protocol is FlexRayTM.
5. The air suspension control system according to any of claims 1-4, wherein each air suspension control unit is mounted at an air suspension module.
6. The air suspension control system according to any of claims 1-5, whereinthe movement measures represent the measured real-time state of the cab andthat these measures include the acceleration, direction and magnitude of a movement.
7. A method in an air suspension control system (2) to control apredetermined number of air suspension modules (4) configured to suspend a cab(6) of a vehicle (8), the control system (2) comprises: - a predetermined number of air suspension control units (10), each configured tocontrol one air suspension module (4), - a control module (12), configured to apply an air suspension control algorithm,defining desired performance of the air suspension, the method comprises thesteps of:
8. A - measuring, by an acceleration sensor module (14) arranged at the cab (6), theacceleration of the cab (6) in a number of predefined directions, B - generating an acceleration signal (16) that includes real-time accelerationvalues measured by the acceleration sensor module (14), C - applying said acceleration signal (16) to the control module (12), D - calculating, in said control module (12), based upon at least said real-timeacceleration values, a set of movement measures being a representation of themovements of the cab (6), c h a r a c t e r i z e d in that said method further comprises the steps of: E - applying said air suspension control algorithm, using said set of movementmeasures, in a PID controller (20), 14 F - communicating control parameters to said air suspension control units via acommunication bus using a real-time high-speed communication protocol,G - contro||ing the air suspension modules (4), in order to achieve said desired performance of the air suspension.8. The method according to c|aim 7, wherein step G comprises:- contro||ing, by said PID controller (20), the air pressures in air bellows of the air suspension modules (4).
9. The method according to c|aim 7 or 8, wherein said high-speed communication protoco| works with the speed of approximately 10 Mb/s or higher.
10. The method according to any of claims 7-9, wherein said high-speed communication protoco| is FlexRayTM.
11. The method according to any of claims 7-10, wherein the movementmeasures represent the measured real-time state of the cab and that these measures include the acceleration, direction and magnitude of a movement.
12. A computer program including a program code (P) to cause a controlmodule (14), or a computer connected to said control module, to perform themethod steps according to the method in any of claims 7-11.
SE1450014A 2014-01-09 2014-01-09 Control system for air suspension SE1450014A1 (en)

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SE1450014A SE1450014A1 (en) 2014-01-09 2014-01-09 Control system for air suspension
PCT/SE2015/050002 WO2015105454A1 (en) 2014-01-09 2015-01-08 Air suspension control system
DE112015000259.6T DE112015000259T5 (en) 2014-01-09 2015-01-08 Air suspension control

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