WO1991000189A1 - Regulation du chassis avec circuit d'adaptation a element de reglage - Google Patents

Regulation du chassis avec circuit d'adaptation a element de reglage Download PDF

Info

Publication number
WO1991000189A1
WO1991000189A1 PCT/DE1990/000401 DE9000401W WO9100189A1 WO 1991000189 A1 WO1991000189 A1 WO 1991000189A1 DE 9000401 W DE9000401 W DE 9000401W WO 9100189 A1 WO9100189 A1 WO 9100189A1
Authority
WO
WIPO (PCT)
Prior art keywords
damper
flow
control
controller
medium
Prior art date
Application number
PCT/DE1990/000401
Other languages
German (de)
English (en)
Inventor
Roland Kasper
Michael Panther
Karl Jaeker
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to KR1019910700224A priority Critical patent/KR920700944A/ko
Publication of WO1991000189A1 publication Critical patent/WO1991000189A1/fr

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
    • B60G17/015—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
    • B60G17/018—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 use of a specific signal treatment or control method
    • 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
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B60G17/08—Characteristics of fluid dampers
    • 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
    • B60G2202/20—Type of damper
    • B60G2202/24—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • 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
    • B60G2400/102—Acceleration; Deceleration vertical
    • 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
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/518—Pressure in suspension unit in damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/104—Damping action or damper continuous
    • 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
    • B60G2600/14—Differentiating means, i.e. differential 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
    • B60G2600/16—Integrating means, i.e. integral control

Definitions

  • the invention relates to a device and a method for chassis control of vehicles, in particular passenger and commercial vehicles, with sensors that detect the driving state and whose data are fed to a controller that controls a semi-active damper that is connected in parallel to a spring arrangement.
  • the aim of a chassis control of vehicles is to carry out a chassis adjustment in such a way that both a high level of comfort and a high level of driving safety are provided.
  • Comfort and driving safety are opposed to each other because comfort requires a soft damper characteristic of the damper provided on the chassis, which is connected in parallel with a spring arrangement, and on the other hand a tight chassis tuning, ie a hard damper characteristics, must be used for high driving safety.
  • the so-called passive damper has a piston-cylinder arrangement, the piston dividing the cylinder space into two cylinder chambers which are filled with a flow medium. A displacement movement of the piston is braked by the medium which is displaced by it and passes through a constant flow cross section.
  • the so-called semi-active dampers which are constructed similarly to the passive dampers, it is also possible to vary the flow cross-section of the communicating cylinder chambers. In this respect, the damper force can be adjusted. The setting can be from a soft to a hard damper characteristic.
  • so-called active dampers are known in which the two cylinder chambers can be actively pressurized. This requires a significantly higher energy expenditure than the semi-active dampers, since a corresponding pressure build-up must be carried out. With semi-active dampers on the other hand, only the energy for adjusting the flow cross section has to be applied.
  • controller design and optimization methods are used to develop and design a chassis control.
  • these known methods only apply to linear systems. If active actuators (dampers) are used in the chassis control, a high, constant system pressure is generally generated so that the pressure medium flow is linearly dependent on the control voltage supplied by the controller, since the metering valves for the pressure medium have a linear relationship between the control voltage and have their opening cross-section. If semi-active dampers are used, there is no system pressure. In addition to the controlled cross-section of the throttle, the pressure medium flow also depends on the differential pressure between the two cylinder chambers of the damper. Overall, this results in a nonlinear system component, so that the controller design and optimization methods that can only be used for linear systems cannot be used.
  • the device according to the invention with the features mentioned in the main claim has the advantage that the known controller design and optimization methods can also be used to design the chassis control when using semi-active dampers. This is possible due to a compensation circuit between the controller and the damper is arranged and which adapts the non-linear control characteristic of the damper to the linear control voltage of the regulator.
  • the design and layout can be carried out like an active system; in addition, only the compensation circuit according to the invention is necessary in the semi-active system.
  • the damper has two cylinder chambers which are separated from one another by a damper piston and which communicate with one another via a throttle cross section which can be controlled by an actuating voltage of the compensation circuit and which are filled with a flow medium relationship
  • V q (u) denotes the total flow coefficient
  • p 1 the pressure of the flow medium in one, first cylinder chamber
  • p 2 the pressure of the flow medium in the other, second cylinder chamber
  • a 2 the piston area with respect to the second cylinder chamber
  • ⁇ F d the change in damper force
  • the total flow coefficient is composed of the sum of a leakage current V q0 independent of the control and a flow coefficient V q1 (u), so that for the volume flow q results:
  • an approach is preferably chosen such that the controllable flow of the pressure medium is proportional to the amount of a variable U 1 to be defined.
  • the variable U 1 is preferably the control voltage of the regulator.
  • the approach is as follows:
  • the maximum volume flow can be determined from equation [5] in that the maximum damper force for the damper force change ⁇ F d and the maximum values "1" are set for the control variables u and U 1 (slide position u and control voltage U 1 ).
  • FIG. 1 shows a two-mass unicycle model of a vehicle provided with semi-active chassis control
  • FIG. 2 shows a block diagram of the control scheme
  • Figure 4 is a diagram showing the non-linearity of the
  • each wheel area of a vehicle provided with chassis control can be modeled as a two-mass unicycle model.
  • the wheel mass m r is coupled to the body mass m a of the vehicle, which is proportional to the wheel area, via a spring arrangement 1 with the spring constant c a .
  • Parallel to the spring arrangement 1 is a semi-active damper 2, the Damping force F d is adjustable via an actuation voltage V d .
  • the elastic parts of the wheel are captured by a spring constant c r .
  • the wheel runs on route 3, the bumps of which are marked with S. These bumps S are related to an inertial system 4.
  • the cycle path is designated x r with respect to the inertial system 4; the relative cycle path x rr lies between the cycle path 3 and the wheel mass m r . Furthermore, the relative spring deflection x ar is formed between the wheel dimensions m r and the body mass m a of the vehicle. The construction mass m a is at a distance x a (construction path) from the inertial system 4.
  • the dynamic driving conditions of the vehicle can be determined by sensors which are arranged both on the vehicle body and on the wheel support part.
  • FIG. 2 shows - as a block diagram - the sensors 5 which are connected to a controller 6 which is connected to the semi-active damper 2 via a compensation circuit 7 according to the invention.
  • the sensor damping force F d , relative deflection x ar , wheel acceleration ⁇ r and body acceleration ⁇ a can be used as input variables for the controller 6.
  • the conversion of path variables into speed variables or acceleration variables and vice versa takes place in a known manner by means of differentiation or integration.
  • FIG. 3 shows the model of the semi-active damper 2.
  • This has a cylinder 8, which is divided into two cylinder chambers 10 and 11 by the piston 9.
  • a gas volume chamber 13 is divided above the cylinder chamber 10 by a separating piston 12.
  • This contains the gas volume V, which stands for the volume compensation under a pressure P gas .
  • the damper 2 is connected to the body of the vehicle via a rubber bearing 14 provided with a spring constant c g .
  • the rubber bearing 14 can run the path x.
  • the upper, first cylinder chamber 10 has the pressure p 1 of a flow medium (e.g. oil).
  • the first cylinder chamber 10 is also assigned the hydraulic capacity C 1 and the piston cross section A 1 of the piston 9.
  • the lower, second cylinder chamber 11 has the pressure p 2 and the hydraulic capacity C 2 .
  • the piston surface with the piston cross section A 2 is assigned to it.
  • the piston 9 has a connecting channel 16 provided with a throttle 15.
  • the throttle opening cross section can be controlled by applying an actuating voltage V d , by means of which the volume flow q of the flow medium passing through the throttle cross section can be changed.
  • a position-controlled magnetic actuation system which can be described by a second-order system, is preferably used for the adjustment of the throttle 15 (cf. the function framed in FIG. 3).
  • the slide position u of the throttle 15 can be adjusted via the magnetic actuating system by means of the actuating voltage V d .
  • the total flow coefficient of the throttle 15 is not linearly dependent on the slide position u.
  • V q (u) V q0 ⁇ V q1 (u).
  • V q0 represents the leakage current coefficient and V q1 the flow coefficient .
  • the controllable flow should accordingly be proportional to the amount of a variable U 1 which has not yet been defined.
  • This variable is the control voltage U 1 (output voltage of the regulator 6).
  • the direction of flow of the flow medium is determined by the direction of the damper force change ⁇ F d .
  • the direction of flow is always in the direction of the momentary damper force change ⁇ F d .
  • the type of nonlinear compensation can now be determined by solving equation [4] for V q1 (u). Then it applies
  • the maximum volume flow can be derived from equation [5] by taking the maximum damper force for the damper force change ⁇ F d and uses its maximum values "1" for the control variables u or U 1 . This leads to the equation
  • Equation [6] is replaced by equation [5] and the damper force change ⁇ F d is replaced by the ska gated relationship ⁇ F dm ⁇ F d .
  • the whole equation is then related to the maximum flow V q1 (1). This leads to the relationship
  • V g0 5.93 e -8 [m 4 / s /
  • V q1 6.46 e -7 [m 4 / s /
  • Equations [3] and [4] apply to the volume flow q of the semi-active system. If an active damper is used instead of the semi-active damper, the following linear relationship should apply to the volume flow q

Abstract

L'invention se rapporte à un dispositif pour la régulation du châssis de véhicules, en particulier de voitures particulières et utilitaires, comportant des capteurs détectant l'état de marche, les données desdits capteurs étant amenées à un régulateur qui commande un amortisseur semi-actif coopérant avec un agencement de ressorts. Pour l'application de procédés connus de mise au point et d'optimisation de régulateurs, il est proposé un circuit de compensation inséré entre le régulateur et l'amortisseur (2), servant à l'adaptation de la caractéristique de réglage automatique non linéaire de l'amortisseur (2) à la tension de commande linéaire du régulateur.
PCT/DE1990/000401 1989-06-29 1990-05-30 Regulation du chassis avec circuit d'adaptation a element de reglage WO1991000189A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1019910700224A KR920700944A (ko) 1989-06-29 1990-05-30 작동기 제어회로를 가진 현수 제어 시스템

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3921311 1989-06-29
DEP3921311.0 1989-06-29
DEP3928993.1 1989-09-01
DE3928993A DE3928993A1 (de) 1989-06-29 1989-09-01 Fahrwerksregelung mit stellglied-anpassschaltung

Publications (1)

Publication Number Publication Date
WO1991000189A1 true WO1991000189A1 (fr) 1991-01-10

Family

ID=25882473

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1990/000401 WO1991000189A1 (fr) 1989-06-29 1990-05-30 Regulation du chassis avec circuit d'adaptation a element de reglage

Country Status (5)

Country Link
EP (1) EP0434787A1 (fr)
JP (1) JPH04500491A (fr)
KR (1) KR920700944A (fr)
DE (1) DE3928993A1 (fr)
WO (1) WO1991000189A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993011954A1 (fr) * 1990-04-26 1993-06-24 Cb Auto Design Inc. Unite de suspension
US7321816B2 (en) * 2004-04-27 2008-01-22 Tenneco Automotive Operating Company, Inc. Model free semi-active vehicle suspension system

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3083114B2 (ja) * 1991-12-19 2000-09-04 株式会社ユニシアジェックス 車両懸架装置
DE102008052999B4 (de) 2007-10-26 2019-05-29 Volkswagen Ag Verfahren und System zur Beeinflussung der Bewegung eines in seinen Bewegungsabläufen steuerbaren oder regelbaren Fahrzeugaufbaus eines Kraftfahrzeuges und Fahrzeug
DE102013018927B4 (de) 2013-11-13 2020-01-23 Audi Ag Verfahren zum Bereitstellen einer Stellgröße

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3528341C1 (de) * 1985-08-07 1986-05-22 F & O Electronic Systems GmbH & Co, 6901 Neckarsteinach Regelbares Ventil fuer die Kolbenstange eines Schwingungsdaempfers
US4635959A (en) * 1984-04-30 1987-01-13 Nippondenco Co., Ltd. Shock absorber control system
EP0215999A1 (fr) * 1985-07-31 1987-04-01 Barry Wright Corporation Système actif à commande de paramètre pour l'isolation de vibrations
EP0288736A2 (fr) * 1987-04-01 1988-11-02 Robert Bosch Gmbh Amortisseur de chocs I
DE3738048A1 (de) * 1987-11-09 1989-05-18 Rexroth Mannesmann Gmbh Vorrichtung zur daempfung der eigenbewegungen der massen eines linearen zweimassenschwingers
EP0329950A2 (fr) * 1988-02-25 1989-08-30 Robert Bosch Gmbh Amortisseur hydraulique
EP0184915B1 (fr) * 1984-12-13 1990-01-10 General Motors Corporation Dispositif de réglage de la conduite d'un véhicule

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4635959A (en) * 1984-04-30 1987-01-13 Nippondenco Co., Ltd. Shock absorber control system
EP0184915B1 (fr) * 1984-12-13 1990-01-10 General Motors Corporation Dispositif de réglage de la conduite d'un véhicule
EP0215999A1 (fr) * 1985-07-31 1987-04-01 Barry Wright Corporation Système actif à commande de paramètre pour l'isolation de vibrations
DE3528341C1 (de) * 1985-08-07 1986-05-22 F & O Electronic Systems GmbH & Co, 6901 Neckarsteinach Regelbares Ventil fuer die Kolbenstange eines Schwingungsdaempfers
EP0288736A2 (fr) * 1987-04-01 1988-11-02 Robert Bosch Gmbh Amortisseur de chocs I
DE3738048A1 (de) * 1987-11-09 1989-05-18 Rexroth Mannesmann Gmbh Vorrichtung zur daempfung der eigenbewegungen der massen eines linearen zweimassenschwingers
EP0329950A2 (fr) * 1988-02-25 1989-08-30 Robert Bosch Gmbh Amortisseur hydraulique

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
INGENIEURS DE L'AUTOMOBILE. Oktober 1988, BOULOGNE FR Seiten 83 - 88; R.S. Sharp: "Development of adaptive suspension" siehe Figur 5 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993011954A1 (fr) * 1990-04-26 1993-06-24 Cb Auto Design Inc. Unite de suspension
US7321816B2 (en) * 2004-04-27 2008-01-22 Tenneco Automotive Operating Company, Inc. Model free semi-active vehicle suspension system

Also Published As

Publication number Publication date
JPH04500491A (ja) 1992-01-30
EP0434787A1 (fr) 1991-07-03
DE3928993A1 (de) 1991-01-03
KR920700944A (ko) 1992-08-10

Similar Documents

Publication Publication Date Title
EP0434780B1 (fr) Reglage semi-actif du chassis
EP0428649B1 (fr) Procede et dispositif pour amortir des sequences de mouvement
EP0197316B1 (fr) Dispositif pour l'amortissement de mouvements
DE19940198C1 (de) Verfahren zur Regelung eines Systems enthaltend eine Luftfeder und einen dazu parallel geschalteten regelbaren Stoßdämpfer
EP0243613B1 (fr) Dispositif pour l'amortissement de mouvements
EP0894053B1 (fr) Systeme actif de suspension
DE2943486C2 (de) Einrichtung zur Stoß- und Schwingungsdämpfung für Fahrzeuge
EP0403803B1 (fr) Suspension semi-active
DE4447039C2 (de) Aufhängungssteuervorrichtung
DE4115481C2 (de) System zur Erhöhung des Fahrkomforts und der Fahrsicherheit
DE102008058409A1 (de) Vorrichtung und Verfahren zur aktiven Federung eines Fahrzeugteiles
EP0270893A2 (fr) Dispositif pour le contrôle actif des suspensions de véhicules automobiles
DE4138831A1 (de) Verfahren und system zum regeln einer aktiven aufhaengung eines fahrzeuges
WO1992021525A1 (fr) Systeme pour la generation de signaux pour la commande ou la regulation d'un chassis dont les mouvements peuvent etre commandes ou regules
DE102011080104A1 (de) Fahrzeugaufbaulagesteuervorrichtung
DE112005000954T5 (de) Modellfreies semiaktives Fahrzeug-Fahrwerksystem
DE4414022A1 (de) Aktives Federungssystem
EP0450006B1 (fr) Procede et dispositif pour la regulation du chassis
WO1992010377A1 (fr) Systeme de generation de signaux de commande ou d'ajustement de chassis commandables ou ajustables
DE3100591A1 (de) Regelsystem fuer eine hydraulische radaufhaengungsanordnung
EP0484697B1 (fr) Méthode de commande semi-active d'une suspension
DE4408292C2 (de) Radaufhängungs-Steuersystem
EP1451030B1 (fr) Reglage de position d'un corps de voiture d'un vehicule
EP0344445B1 (fr) Suspension pour véhicules
DE4113387A1 (de) Radaufhaengung bei einem kraftfahrzeug

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 1990908461

Country of ref document: EP

AK Designated states

Kind code of ref document: A1

Designated state(s): JP KR US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FR GB IT LU NL SE

WWP Wipo information: published in national office

Ref document number: 1990908461

Country of ref document: EP

WWW Wipo information: withdrawn in national office

Ref document number: 1990908461

Country of ref document: EP