WO2007054165A1 - Conception et commande d'un mecanisme de roulement pour un vehicule multi-essieux a deux voies - Google Patents

Conception et commande d'un mecanisme de roulement pour un vehicule multi-essieux a deux voies Download PDF

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Publication number
WO2007054165A1
WO2007054165A1 PCT/EP2006/009613 EP2006009613W WO2007054165A1 WO 2007054165 A1 WO2007054165 A1 WO 2007054165A1 EP 2006009613 W EP2006009613 W EP 2006009613W WO 2007054165 A1 WO2007054165 A1 WO 2007054165A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
vehicle body
wheel
actuators
curve
Prior art date
Application number
PCT/EP2006/009613
Other languages
German (de)
English (en)
Inventor
Andreas Goubeau
Josef Forster
Andreas Gleser
Christopher Eschenbach
Pavel Kvasnicka
Sergey Repp
Sebastian Hertlen
Axel Pauly
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
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 Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Publication of WO2007054165A1 publication Critical patent/WO2007054165A1/fr

Links

Classifications

    • 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
    • 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
    • B60G17/016—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—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 their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • 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
    • B60G2202/41—Fluid actuator
    • B60G2202/413—Hydraulic actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • B60G2300/0262—Multi-axle trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/14—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/36—Independent Multi-axle long vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/38—Low or lowerable bed vehicles
    • 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
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • 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
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • 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
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • 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
    • B60G2800/16—Running
    • B60G2800/164—Heaving; Squatting
    • 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
    • B60G2800/24—Steering, cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/914—Height Control System

Definitions

  • the invention relates to a chassis design and control for a multi-axle two-track vehicle with an active suspension system with individual wheel actuators to influence the relative movement between the wheel and the vehicle body and with a control unit for generating actuating signals for the actuators in response to the Driving state representing input variables.
  • a chassis design and control for a multi-axle two-track vehicle with an active suspension system with individual wheel actuators to influence the relative movement between the wheel and the vehicle body and with a control unit for generating actuating signals for the actuators in response to the Driving state representing input variables.
  • the chassis can have either so-called active stabilizers or wheel-individual actuators with which a relative movement can be generated specifically in the vertical direction between the respective wheel and the vehicle.
  • the solution to this problem is for a chassis design and control according to the preamble of claim 1, characterized in that during cornering of the vehicle, the vehicle body at least on one axis, preferably on both or all axes, on the inside of the curve side by means of the associated actuator active is lowered and thus by this control strategy in conjunction with the compression on the outside of the curve a rolling movement of the structure is largely prevented, the kinematics of the wheel suspension is designed such that the wheels of all axes with increasing compression travel a camber change relative to the vehicle body towards experience larger negative camber angles.
  • the camber angle of a tire is known to be the angle enclosed by the wheel plane and the road normal in the vehicle transverse plane.
  • the camber angle is known to affect the power transmission potential of the tire. If the tire is tipped at the top to the outside of the curve, there is a loss of lateral force potential, ie the tire must roll for a greater lateral slip force at the same lateral force to be transmitted. The maximum transmittable lateral force is weakened by such a camber angle. Conversely, when the negative camber angle is opposite, the power transmission potential of the tire is increased to some extent and the required slip angle is reduced.
  • the camber angle of a wheel relative to the roadway is composed of the described rolling motion of the body and a portion of the wheel relative to the body. This camber angle between body and wheel depends on the suspension kinematics of the deflection of the wheels. In design position, the static camber is set. In addition, elasticity in the handlebars and bearings causes unfavorable camber changes under lateral force.
  • the aforementioned actuators for influencing a relative movement between in each case one wheel and the vehicle body can be designed and arranged differently and have different active principles (preferably electromechanical or hydraulic). Each actuator can be connected in parallel with a support spring, so that it is designed to carry a part, or the actuators are executed fully supporting. Further, the suspension design can be made so that the travel when cornering preferably on all axes causes the driving behavior favorably influencing toe changes.
  • this lateral acceleration measured in or on the vehicle is suitable for driving the actuators.
  • a direction detection recognizes the inside of the vehicle on the inside of the curve and controls the actuators of the inside of the vehicle on the inside of the bend according to the proposed driving strategy.
  • the use of vehicle models using the steering angle signal possible. If the roll angle in the vehicle is available as a direct measurement signal, the control according to the invention of the active control elements can alternatively be realized by regulating the roll angle.
  • Figure 1 shows a schematic representation of a two-track motor vehicle when cornering with passive roll suspension, while in
  • Cornering is shown with inventive active roll stabilization and center of gravity lowering taking advantage of the fall increase in compression.
  • FIG. 1 shows a two-track motor vehicle with passive roll suspension.
  • a stabilizer spring On the presentation of a stabilizer spring has been omitted due to better clarity.
  • the on-curve (when viewed from behind on the vehicle rear is a left turn) of the vehicle acting superstructure centrifugal force ( centrifugal force F F
  • the rolling moment effecting this causes the outer curve, the Fzg. -Avembau bearing support spring 3 compress while the curve inner suspension spring 2 is stretched or lengthened.
  • the elasticities take the wheels 4 and 5 of the vehicle positive camber angle to the road.
  • suspension kinematics represented by the links 6 and 7, can partially counteract this positive camber due to the rolling motion on the wheels 4 and 5, they can not completely compensate for them.
  • 2 shows the schematic representation of a conventional actively roll-stabilized vehicle, which has active spring elements or the like, here so-called actuators 8 and 9, which can actively influence or change the distance between the vehicle body 1 and the wheels 4 and 5.
  • the suspension kinematics shown by the arrangements of the handlebars 6 on the inside of the curve and the handlebars 7 on the outside of the vehicle has no significant influence on the position of the wheels, since the vehicle body 1 is held in its starting position when driving straight ahead. Due to the elasticities in the links 6, 7 and their bearings can despite the lack of rolling motion positive camber angle occur, which weaken the power transmission potential of the tires.
  • Fig. 3 shows a schematic representation of a vehicle with inventive suspension design and control.
  • the vehicle body 3 is (vis-à-vis FIGS. 1, 2) visibly lowered so that the handlebars 6, 7 with their positions relative to the vehicle body 1 force the respective associated wheel 4 or 5 into negative camber (also to the vehicle body 1).
  • the force arrow F actively clarifies the control action, with the help of which the vehicle body is lowered, while the deflection on the outside of the vehicle side analogous to Fig.1 is passive.
  • the inside wheel as shown in FIG. 3 is subjected to an impact position which is unfavorable at first glance when subjected to deflection by the suspension kinematics, as in the case of a passive roll-stabilized vehicle according to FIG. Due to the displacement of the wheel loads on an axle when cornering, however, the outside wheel dominates the power transmission in the horizontal plane, so that the power transmission potential of the axle is significantly increased by the measures described in total.
  • the situation-dependent lowering of the center of gravity of the vehicle additionally has a positive effect on the driving dynamics.
  • the height of the center of gravity of the vehicle in conjunction with the effective lateral acceleration, determines the wheel load differences occurring at the wheels of an axle. Due to the degressive characteristic of the tire horizontal force as a function of the tire vertical force decreases with increasing wheel load difference of the wheels of an axle, the horizontal force potential of the entire axis.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La présente invention concerne la conception et la commande d'un mécanisme de roulement pour un véhicule multi-essieux à deux voies comprenant un système de suspension active équipé d'actionneurs individuels à chaque roue, conçus pour modifier le mouvement relatif entre la roue et la caisse du véhicule, ainsi qu'une unité de régulation conçue pour produire des signaux de réglage pour les actionneurs en fonction de grandeurs d'entrée représentant l'état de conduite. En cas de conduite en virage, la caisse du véhicule est abaissée de façon active de préférence aux deux essieux au moyen de l'actionneur associé du côté de l'intérieur du virage, ce qui permet d'empêcher dans une large mesure un mouvement de roulis de la caisse, au moyen de cette stratégie de régulation combinée à la compression du ressort sur le côté extérieur du virage. La cinématique de la suspension est conçue de manière que les roues de tous les essieux connaissent, lorsque la course de compression augmente, une variation de carrossage par rapport à la caisse du véhicule, vers des angles de carrossage négatifs plus importants. Le potentiel de transmission des roues sur l'extérieur du virage est ainsi augmenté. De plus, il peut se produire des variations de pincement qui influencent le comportement de conduite de préférence sur tous les essieux en cas de conduite en virage, sur la course de ressort.
PCT/EP2006/009613 2005-11-08 2006-10-05 Conception et commande d'un mecanisme de roulement pour un vehicule multi-essieux a deux voies WO2007054165A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510053222 DE102005053222A1 (de) 2005-11-08 2005-11-08 Fahrwerks-Auslegung und -Steuerung für ein mehrachsiges Zweispur-Fahrzeug
DE102005053222.5 2005-11-08

Publications (1)

Publication Number Publication Date
WO2007054165A1 true WO2007054165A1 (fr) 2007-05-18

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Family Applications (1)

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PCT/EP2006/009613 WO2007054165A1 (fr) 2005-11-08 2006-10-05 Conception et commande d'un mecanisme de roulement pour un vehicule multi-essieux a deux voies

Country Status (2)

Country Link
DE (1) DE102005053222A1 (fr)
WO (1) WO2007054165A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009005889A1 (de) * 2009-01-23 2010-08-12 Audi Ag Verfahren zum aktiven Einstellen einer Neigung eines Rades eines Kraftwagens, insbesondere von Sturz und Spur, und entsprechende Vorrichtung
CN110381725A (zh) * 2017-02-21 2019-10-25 胡斯华纳有限公司 包括以负外倾角设置的轮的自推进式机器人割草机
CN112776552A (zh) * 2020-08-25 2021-05-11 东北财经大学 一种车辆悬挂用的主动式控制系统

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT202100015182A1 (it) * 2021-06-10 2022-12-10 Ferrari Spa Metodo di controllo degli ammortizzatori attivi di un veicolo stradale che prevede la regolazione dell'angolo di rollio e dell'angolo di beccheggio
IT202100015170A1 (it) 2021-06-10 2022-12-10 Ferrari Spa Metodo di controllo degli ammortizzatori attivi di un veicolo stradale che prevede l'abbassamento del baricentro

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FR2040840A5 (fr) * 1969-04-15 1971-01-22 Automobiles Alpines
EP0001009A1 (fr) * 1977-08-22 1979-03-07 Spring Hill Laboratories, Inc. Suspension de véhicule
US4700972A (en) * 1985-06-20 1987-10-20 Young Colin G Computerized, central hydraulic, electronic variable suspension
EP1078844A2 (fr) * 1999-08-23 2001-02-28 Koyo Seiko Co., Ltd. Dispositif de direction pour véhicule
US20030122336A1 (en) * 2002-01-02 2003-07-03 Adam Zadok Anti-roll suspension for automobiles
EP1440826A2 (fr) * 2003-01-21 2004-07-28 Bose Corporation Système de suspension active d'un véhicule
DE102004039973A1 (de) 2003-08-25 2005-03-17 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Aktive Fahrwerkaufhängung für Fahrzeuge
EP1607251A1 (fr) * 2004-06-18 2005-12-21 Bose Corporation Suspension active

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DE3024845C2 (de) * 1980-07-01 1985-06-05 Daimler-Benz Ag, 7000 Stuttgart Lenkbare Dämpferbeinachse für Personenkraftwagen
AT390586B (de) * 1988-11-11 1990-05-25 Steyr Daimler Puch Ag Radaufhaengung fuer die hinterraeder, insbesondere von kraftfahrzeugen
DE3900336C2 (de) * 1989-01-07 1996-06-13 Opel Adam Ag Kraftfahrzeug-Hinterradaufhängung als passive Hinterradlenkung
US6129364A (en) * 1996-04-26 2000-10-10 Fisher; Kenneth G. Independent suspensions
DE19637159B4 (de) * 1996-09-12 2004-09-23 Wolfgang Weiss Radaufhängung mit selbsttätiger Sturzanpassung
DE19836658A1 (de) * 1998-08-13 2000-03-09 Sieben Hans Hermann Achsanordnung für ein Fahrzeug und Verfahren zu ihrem Betrieb

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2040840A5 (fr) * 1969-04-15 1971-01-22 Automobiles Alpines
EP0001009A1 (fr) * 1977-08-22 1979-03-07 Spring Hill Laboratories, Inc. Suspension de véhicule
US4700972A (en) * 1985-06-20 1987-10-20 Young Colin G Computerized, central hydraulic, electronic variable suspension
EP1078844A2 (fr) * 1999-08-23 2001-02-28 Koyo Seiko Co., Ltd. Dispositif de direction pour véhicule
US20030122336A1 (en) * 2002-01-02 2003-07-03 Adam Zadok Anti-roll suspension for automobiles
EP1440826A2 (fr) * 2003-01-21 2004-07-28 Bose Corporation Système de suspension active d'un véhicule
DE102004039973A1 (de) 2003-08-25 2005-03-17 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Aktive Fahrwerkaufhängung für Fahrzeuge
EP1607251A1 (fr) * 2004-06-18 2005-12-21 Bose Corporation Suspension active

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009005889A1 (de) * 2009-01-23 2010-08-12 Audi Ag Verfahren zum aktiven Einstellen einer Neigung eines Rades eines Kraftwagens, insbesondere von Sturz und Spur, und entsprechende Vorrichtung
CN110381725A (zh) * 2017-02-21 2019-10-25 胡斯华纳有限公司 包括以负外倾角设置的轮的自推进式机器人割草机
CN112776552A (zh) * 2020-08-25 2021-05-11 东北财经大学 一种车辆悬挂用的主动式控制系统
CN112776552B (zh) * 2020-08-25 2023-01-10 东北财经大学 一种车辆悬挂用的主动式控制系统

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