WO2007087944A1 - Method for regulating the body level in motor vehicles - Google Patents

Method for regulating the body level in motor vehicles

Info

Publication number
WO2007087944A1
WO2007087944A1 PCT/EP2007/000017 EP2007000017W WO2007087944A1 WO 2007087944 A1 WO2007087944 A1 WO 2007087944A1 EP 2007000017 W EP2007000017 W EP 2007000017W WO 2007087944 A1 WO2007087944 A1 WO 2007087944A1
Authority
WO
Grant status
Application
Patent type
Prior art keywords
spring
motor
plate
actual
body
Prior art date
Application number
PCT/EP2007/000017
Other languages
German (de)
French (fr)
Inventor
Siegfried Ellmann
Clemens KRÜGER
Original Assignee
Thyssenkrupp Presta Ag
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

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient 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
    • B60G17/02Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/021Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a coil spring
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00Resilient 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
    • B60G17/015Resilient 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
    • B60G17/019Resilient 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 type of sensor or the arrangement thereof
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30Spring/Damper and/or actuator Units
    • B60G2202/32The spring being in series with the damper and/or actuator
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10Mounting of suspension elements
    • B60G2204/18Mounting of vehicle engines
    • B60G2204/182Electric motor on wheel support
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10Mounting of suspension elements
    • B60G2204/30In-wheel mountings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00Indexing codes relating to the type of vehicle
    • B60G2300/50Electric vehicles; Hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30Propulsion unit conditions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00Indexing codes relating to the regulated action or device
    • B60G2500/30Height or ground clearance
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing 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
    • B60G2800/16Running
    • B60G2800/164Heaving; Squatting
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing 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
    • B60G2800/70Estimating or calculating vehicle parameters or state variables
    • B60G2800/702Improving accuracy of a sensor signal
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00Indexing 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
    • B60G2800/90System Controller type
    • B60G2800/91Suspension Control
    • B60G2800/914Height Control System

Abstract

The invention relates to a method for regulating the body level in motor vehicles with the aid of an electromechanically adjustable spring strut that is connected to the vehicle body at a first fastening point (1) while being joined to a wheel guiding element at a second fastening point (2), a spring cap (3) which is movable in an axial direction and on which a body spring (4) rests that supports the vehicle body, and a spindle drive (6) that is provided with a spindle and a gear unit and is used for adjusting the axial position of the spring cap (3). The spindle drive (6) is driven by an electric motor that is triggered via a control device while the actual length (LFB) of the spring strut is regulated by adjusting the axial position of the spring cap (3) in order to regulate the level of the vehicle body. The inventive method comprises the following steps: a) the force (FKGT) that the gear unit of the spindle drive (6) applies to the spring cap (3) is determined by determining the motor torque (MMOT) affecting the gear unit of the spindle drive (6) from a measured value for the motor current (IMOT); b) the actual length (LAF) of the body spring is determined by determining the amount of force (FAF) applied to the spring cap (3) by the body spring (4) by forming the equilibrium of forces with the determined force (FKGT) and determining the actual length (LAF) of the body spring from said value via the spring constant of the body spring; c) the actual length (LAF) of the body spring and the known geometrical dimensions of the spring strut (length of the spindle drive 6) are added up in order to determine the actual length (LFB) (control variable) of the spring strut, which corresponds to the actual distance between the first (1) and the second fastening point (2); d) in order to adjust the axial position of the spring cap (3), the actual motor angle (φist), which is used as a control variable, is adjusted in accordance with the actual length (LFB) of the spring strut by modifying the motor current (IMOT), which is used as a manipulated variable, such that the difference to a predefined desired value (φsoll) of the motor angle lies within a given range of tolerance.

Description

Method for regulating the vehicle body level in motor vehicles

The invention relates to a method for controlling the vehicle body level in motor vehicles with the aid of an electro-mechanically adjustable spring leg, which fastening point attachment point is connected to a wheel guide to a first to the vehicle body and at a second and adjustable in the axial direction of the spring plate on which a vehicle structure carrying structure spring is supported, comprises a having between the spring plate and the construction of effective storage spring and a spindle, and a transmission spindle drive for adjusting the axial position of the spring plate, wherein the spindle drive driven by a driven by a control unit electric motor and the vehicle body level control, the actual strut length is regulated by adjustment of the axial position of the spring plate.

From the prior art, various devices and methods for controlling the vehicle body level in motor vehicles are known. Thus, an apparatus for controlling movements of the body of motor vehicles is known from DE 101 22 542 A1, the structure via a series circuit of an actuator and a suspension spring is supported at at least one wheel axle directly or indirectly. As an actuator of an electric motor comprehensive electromagnetic drive is proposed and carried out the regulation of the movements of the structure by adjusting an adjustable spring plate in the axial direction by means of a spindle drive. For carrying out the known from DE 101 22 542 A1 control at least the sensor information about the compression travel of the shock absorber is necessary. Therefore, the spring legs in any case, are equipped with position sensors. Additionally also possible to provide sensors for Aktuatorwege.

The use of displacement sensors for measuring the spring deflection of the spring leg is connected with complicated and increased costs. In addition to the sensors themselves and appropriate space for housing the sensors, and the cabling is needed. If a sensor is malfunctioning and supplies such as inaccurate readings, the total level control is not working properly.

The invention has the object of providing a method of the type mentioned to provide, can be omitted in which sensors and sensor information.

This object is respectively achieved by a method having the features of claims 1 and 2. Advantageous further developments are specified in the subclaims.

The invention makes use of the fact that all necessary to regulate the body level sizes can be determined solely from without sensors can be tapped easily measured variables for the motor current and the motor angle of the electric motor, and that the regulation of the body level of the vehicle alone on a regime the motor angle can be carried out on the electric motor. Detection of the spring deflection of the spring leg and optionally additionally of Aktuatorwege via displacement sensors is not required for the invention. To such displacement sensors can be completely dispensed with.

An important part of the process of the invention is the idea to be determined by formation of a mechanical equilibrium of forces on the spring plate and taking into account the respective spring rates essential, required for the inventive level control sizes. For this purpose, initially the forces acting on the axially adjustable spring plate external forces are determined. In this case, either as is the case with the process described in claim 1. A method, be arranged between the vehicle body with the associated fastening point, only a spindle drive and the spring plate. In this case, only two forces act on the spring plate, on the one hand the other hand, the data transmitted from the body spring on the spring plate forces from the spindle drive and. Alternatively, it may still a storage spring provided between the vehicle body with the associated attachment point and the spring plate in addition to and parallel to the spindle drive. In this case, which is the method according to claim 2 basis and which is explained further below in the description of the specific embodiment, act on the spring plate three forces, namely, of the spindle drive, of the memory spring and the mounting spring on the spring plate transmitted forces.

The invention of the latter embodiment will be described, that is, in the event that a storage spring between the spring plate and the vehicle body is provided parallel to the spindle drive additionally. It should be noted at this point that there are no fundamental differences with respect to the inventive method arise, if they are not loaded spring. It is then to be considered merely a force less. The invention is therefore described best and most comprehensive if the embodiment is described with spring memory.

In order to form the mechanical equilibrium of forces on the spring plate, initially acting on the axially adjustable spring plate external forces are determined, that is, on the one hand acting from the electric motor via the spindle drive on the spring plate force is determined, and on the other hand by the storage spring on the spring plate applied force determined. exclusively two measurement values ​​are needed for the determination of these forces, namely on the one hand supplied to the motor current (motor current I MOT) and on the other hand, the actual motor angle that the electric motor has relative to the angular position at which the adjustable spring plate is in the construction position. actually acting on the spindle drive on the spring plate force is determined from the measured value for the motor current. the actual length of the preloaded spring is calculated from the measured value for the actually existing motor angular initially determined relative to the length that has the storage spring when the spring plate is in design position. From this value for the actual length of the preloaded spring, or from the difference of the two above lengths, the force acting from the storage spring on the spring plate actual force is then determined in consideration of the spring characteristic.

By forming the mechanical balance of power on the spring plate for the quasi-static case, the force is then determined that actually acts on the body spring on the spring plate. Then from this value, the actual length of the body spring can be determined in a simple manner since these two values are linked to one another via the spring constant according to the generally accepted for springs relationship F = c X (F = Spring force, c = spring constant; X = travel ).

The sum of the actual lengths of the body spring and the accumulator spring and the known and unchanging geometrical dimensions of the strut then the actual length of the strut, which in turn over the fixedly predetermined axle kinematics of the running gear linearly with the Radhöhenstand, ie with the relative position of the wheel results in is compared with the structure linked. This linear link between Radhöhenstand and strut length can for example be expressed by a constant ratio. Thus, a certain vehicle axle may have a construction conditional kinematic gear ratio of 0.7, for example, which means that a change of Radhöhenstands of 100 mm has and a change of the strut length of 70 mm result vice versa. Consequently, the Radhöhenstand and the installation level of the vehicle can be controlled by selective alteration of the spring leg length. For the targeted modification of the spring leg length to this, the height-adjustable spring plate is thereby adjusted specifically, that the motor current of the electric motor is varied in control engineering manipulated variable such that the difference between a predeterminable desired value and the actual value of the motor angle is reduced to a lying within a tolerance range measure.

In the following the invention is explained in detail with reference to an embodiment illustrated in the drawings. In detail

Figure 1 illustrates a mechanical equivalent diagram for the height-adjustable strut. Figure 2 is a control diagram for the inventive control method. Fig. 3 is a diagram of the controlled system.

In Fig. 1 the left part of the image the height-adjustable shock absorber is shown schematically. The strut is connected at the attachment point 2 with an unillustrated wheel guide, while it is at the fixing point 1 connected to the unillustrated vehicle body. The distance between the two attachment points 1, 2 corresponds to the length of the strut, which is designated by LFB. Between the two attachment points 1, 2, a height-adjustable in the axial direction of the spring plate 3 is arranged, on which the spindle drive 6 and the memory spring 5 on the one hand and the body spring 4 attack on the other. The axial adjustability of the spring plate 3 is indicated by the double arrow labeled ZFT, wherein Z designates the height coordinate. With FFB the spring leg strength is indicated, that the force acting from the wheel guide on the spring leg strength.

In the right part of FIG. 1, the equilibrium of forces on the freed spring plate 3 is shown for the quasi-static condition. The force exerted by the spindle drive 6 on the spring plate 3 is provided with FKGT, the force exerted by the memory spring 5 on the spring plate 3 is provided with FSF and the force exerted by the mounting spring on the spring plate 3 force is denoted by FAF. In the quasi-static state, the forces KKGT and FSF with the power FAF in the mechanical balance of power. In Fig. 1 also shows that the length of the strut LFB from the sum of the lengths of the LSF storage spring, LAF the body spring and the fixed geometrical dimensions of the shock absorber is obtained.

In FIG. 2 it is illustrated how the control is carried out. The motor angle cpist and the motor current IMot provide thereby those sizes are to be adjusted according to the invention (manipulated variables) to achieve a desired adjustment of the strut length of LFB and thus the Radhöhenstands HRadjst, which ultimately forms the controlled variable.

The active suspension strut has a strut-type control device, which comprises a comparator and a current regulator, which outputs as an output the motor current IMot. The motor current IMot acts on the electric motor. Depending on the motor current IMot the shaft of the electric motor is rotated by a certain angle, so that an actual motor angle φ is established. This value of the motor angle φis t is measured by means of a comprehensive a rotary encoder measuring device and fed back to the comparator of the strut control unit. In the comparator the actual value of the motor angle is φ is then treated with a desired value φ SO ιι by difference compared. If the difference exceeds a predetermined tolerance, then the motor current IMot is changed via the control element so that the difference (φ t is - ψsoii) is reduced to a tolerable level. A predeterminable desired value of the Radhöhenstands HRad_sρll is used to determine the target value φ n so supplied to the control system. This reference gives the desired vehicle body level. A significant deviation of the actual Radhöhenstands HRad_ist from the target value may result for example from the reduction of the vehicle body due to a load such as baggage in the trunk of the vehicle. The determination of the current, ie. Actual Radhöhenstands HRadjst is exclusively using the measured variables IMot for the motor current and q> j St for the motor angle. As the actual ride height HRadjst exclusively of these two measured values ​​is determined, will be referred to Fig. 3 described (see below).

The value of the actual Radhöhenstands HRadjst is compared by subtraction from the target value HRad_soll. The resulting difference .DELTA.H Ra d is the measure of the desired value φ SO ιι, because a change in the Radhöhenstands associated φ on the thread pitch of the spindle drive motor 6 with the angle. Thus, if by difference (HRad_soll - HRadjst) is a value AH determined wheel, then over the link to the thread pitch of the spindle drive 6, a desired value φ S oiι fixed to the shaft of the electric motor must be rotated to the value .DELTA.H R a d to reduce to a lying within the predetermined tolerance level, and thus, at least as far as to approximate the actual value of the Radhöhenstands to the desired target value, that a remaining deviation is within the predetermined tolerance range.

In the following will now be explained with reference to FIG. 3, as the control variable HRadjst can be determined using only system-immanent measured variables without sensors are needed, with which the moving paths of actuating actuators are measured to the spring leg adjustment of the compression travel of the shock absorber or other routes such as.

The variable to be controlled is the Radhöhenstand HRadjst, ie the relative position of the wheel relative to the vehicle body. The Radhöhenstand HRadjst is linked via the axle kinematics of the vehicle axle linearly with the spring leg length LFB, that a certain change of the strut length causes a certain change in the LFB Radhöhenstands HRadjst. The aim is therefore to regulate the strut length LFB to control the vehicle body level.

As already explained above to FIG. 1, there is the actual strut length LFB from the sum of the lengths of the LAF body spring 4, LSF the memory spring 5 as well as the values ​​of the fixed geometrical dimensions of the strut. The fact that these solid geometrical dimensions of the strut taken into account as a constant, is expressed in Fig. 3 by the K. To determine the actual strut length LFB ie the length of the LAF body spring and the length of the LSF storage spring are needed. The following explains how these values ​​are determined according to the invention without the use of distance or height sensors.

The determination of the actual length LAF of the body spring by firstly the actual body spring force FAF is determined via the formation of a mechanical equilibrium of forces on the spring plate 3 for the quasi-static case, from which on the rate of the body spring (ie the spring constant), the length LAF can immediately determine the body spring. has already been executed as described above, in the quasi-static case, the force FAF is the cut-free spring retainer 3 holding in equilibrium force which counteracts the forces FKGT of the spindle drive 6 and FSF of the accumulator spring. 5 The actually acting on the spindle drive 6 on the spring plate 3 force FKGT results from the to the spindle drive 6 actually acting from the electric motor motor torque M Mot, because this engine torque is MMot with the force acting axially on the spring plate 3 force FKGT on the thread pitch the spindle linked. The motor torque M Mot is thus converted by the spindle drive 6 in a force acting on the spring plate 3 FKGT axial force.

The values ​​of the engine torque and the motor current MMot IMot are linked via the motor characteristic field of the electric motor to each other so that for determining the motor torque M Mot, only the value of the motor current IMot must be known. However, the value for the motor current is present IMot (Sychronmotor permanently excited with current-dependent control) and be tapped measured value in the control unit of the electromechanical active shock absorber due to the selected drive configuration. may be selected from the measured value for the actual motor current IMot thus taking into account the above described links, the actual force FKGT exerted by the spindle drive on the spring plate 3 can be determined without the use of sensors.

Similarly, the determination of the required for the formation of the equilibrium of forces on the cut-free spring plate 3 for the quasi-static case, force FSF, which acts from the memory spring 5 on the spring plate 3 is performed. The actual spring force FSF memory spring 5 is obtained via the link to the spring constant of the actual length LSF of the preloaded spring 5. This actual length SPF memory spring 5 in turn results from a comparison of the actual position ZFT of the spring plate 3 with the length of the preloaded spring 5 in design position. The length of memory spring 5 in the construction position is a constant value, which is brought in Fig. 3 again through the K expressed. Depending on which height Z of the spring plate 3 actually is compared with its design position position, the actual length LSF deviates the memory spring 5 from its design position, length, and is the force FSF of the force different, that would be present if the memory spring 5 having their design position length would.

To determine the value for the actual axial position ZFT of the spring plate 3, requiring only the actual motor angle q> i St, which in turn, as well as the above-mentioned motor current IMot, exist as a measurement value due to the selected drive concept in the control unit of the electromechanical active strut , The actual spring plate ZFT position is in fact linked by the thread pitch of the spindle drive 6 with the actual motor angle φ t, can be determined so that the value for ZFT φist directly from the measured value for the motor angle. By comparing the actual value ZFT the axial spring plate position with the Z-value that the spring plate 3 would have if the memory spring 5 would have its design position length, hence the actual length of LSF and thus the actual force FSF the memory spring 5 can be determined without that sensor readings of distance or height sensors are needed. Thus, all necessary for determining the current value of the controlled variable LFB or HRadjst values FKGT, FSF, FAF, LAF and LSF alone from the measured variables IMot and φ Bt determined. Sensors are not required.

The inventive method can therefore by specific modification of the motor angle φ ιs t the spring leg length LFB 1 ie the Radhöhenstand HRadjst and ultimately the vehicle body level be controlled without sensors for measuring compression travel of the shock absorber or by moving paths of the actuators for the spring plate adjustment is needed.

FAF the force of the spring structure as described above is determined by formation of an equilibrium of forces on the cut-free spring plate. 3 Since the force FAF the body spring is dependent on the force FKGT so far is to be noted that the above-described to Fig. 3 linkage between the motor torque M Mot (and thus indirectly from the motor current IMot) and the force FKGT on the thread pitch of the spindle drive 6 is affected by the present in the spindle drive 6 friction. For example, a motor torque M Mot must be applied to increase the strut length LFB, which in addition to the weight force of the vehicle structure also overcomes the internal friction in the spindle drive. Conversely, however, the engine torque MMot does not counteract the weight of the vehicle body with a shortening of the strut length LFB. Therefore, the friction in the spindle drive has a function of the adjustment of the spring plate 3 is a distorting effect on the relationship between the motor torque M Mot, respectively, the motor current IMot one hand and the forces acting from the spindle drive 6 on the spring plate 3 force FKGT other.

To eliminate this falsifying influence an average value for the motor current is determined IMot laying a freed from the influence of friction in the spindle drive 6 relationship between the motor torque M Mot / IMot the motor current on the one hand and the force FKGT other hand open. Using this average value which motor current IMot is required can be determined to leave on a certain force FKGT from the spindle drive on the spring plate. In order to eliminate the disturbing influence of the friction of the spring plate is thus 3, starting from an initial position defined respectively deflected in both directions by a certain amount and are formed from the respective, necessary for the provision of the spring plate 3 to the starting position values ​​of the manipulated variable IMot a mean according to the invention.

Claims

claims
1. A method for controlling the vehicle body level in motor vehicles with the aid of an electro-mechanically-adjustable shock absorber which is connected to a wheel suspension element at a first attachment point (1) to the vehicle body and at a second attachment point (2) and an adjustable in the axial direction of the spring plate (3) at which a the vehicle body support structure spring (4) is supported, and a spindle and a gear having a spindle drive (6) for adjusting the axial position of the spring plate (3), wherein the spindle drive (6) by a driven via a control unit electric motor driven, and for controlling the vehicle body level the actual strut length (LFB) by adjusting the axial position of the spring plate (3) is regulated, comprising the following method steps: a) it is the (by the transmission of the spindle drive 6) (on the spring plate acting 3) force (FKGT) is determined by a measure of de n motor current (I MOT), the engine torque (MMOT) which is based on the transmission of the spindle drive (6) is determined, is applied; b) it is the actual length of the body spring (LAF) is determined by the amount of (of the body spring 4) on the spring plate (3) acting force (FAF) by forming the balance of forces with the detected force (FKGT) is determined and from this value on the spring rate of the spring assembly, the actual length (LAF) of the body spring is determined; c) (to determine the actual distance between the first (1) and the second attachment point (2) corresponding actual strut length LFB) (a control variable) be the actual length of the body spring (LAF) and the known geometrical dimensions of the strut (length of the spindle drive 6) is added; d) for adjusting the axial position of the spring plate (3), the actual motor angle (φ's) which serves as a control variable, (depending on the actual strut length LFB) (by varying the motor current I MOT), which serves as a manipulated variable, as adjusted that the difference from a predetermined target value (cpsoii) is of the motor angle in a predeterminable tolerance range.
2. A method for controlling the vehicle body level in motor vehicles with the aid of an electro-mechanically-adjustable shock absorber which is connected to a wheel suspension element at a first attachment point (1) to the vehicle body and at a second attachment point (2) and an adjustable in the axial direction of the spring plate (3) at which a the vehicle body support structure spring (4) is supported, one between the spring plate (3) and the construction of effective memory spring (5) and a spindle and a gear having a spindle drive (6) for adjusting the axial position of the spring plate (3 ), wherein the spindle drive (6) driven by a driven by a control unit electric motor and for controlling the vehicle body level the actual strut length (LFB) by adjusting the axial position of the spring plate (3) is regulated, comprising the following method steps: a) it is the from the transmission of the spindle drive (6) on the Absorbs eller (3) acting force (FKGT) is determined by determining from a measurement value for the motor current (I MOT), the engine torque (MMOT) mounted on the transmission of the spindle drive (6) acts; b) it is the (from the memory spring 5) (on the spring plate 3) acting force (FSF) is determined by (a present as a measured value in the control unit value for the actual motor angle q> is t) is the actual spring plate position (ZFT) determined and by comparing this actual spring plate position (ZFT) in design position, the actual length with the known base length of the preloaded spring (5) (SPF) of the memory spring (5) is determined, from which extends over the spring rate of the accumulator spring (5) (of the memory spring 5) (on the spring plate 3) applied force (FSF) yields; c) it is the actual length of the body spring (LAF) is determined by the amount of (of the body spring 4) on the spring plate (3) acting force (FAF) by forming the balance of forces with the determined forces (FKGT and FSF) is determined and the actual length (LAF) is determined of the body spring from this value on the spring rate of the spring assembly; d) (to determine the actual distance between the first (1) and the second attachment point (2) corresponding actual strut length LFB) (a control variable) be the actual length of the body spring (LAF), the actual length of the preloaded spring (LSF), and known fixed geometric dimensions of the strut added; e) for adjusting the axial position of the spring plate (3) of the actual motor angle (φ's) which serves as a control variable, (depending on the actual strut length LFB) (by varying the motor current I MOT), which serves as a manipulated variable, as adjusted that the difference from a predetermined target value (so n φ) is the motor angle in a predeterminable tolerance range.
3. The method of claim 1, wherein a permanently excited Sychronmotor with current-compensated control is used as a drive for the spring plate adjustment.
4. The method according to claim 1 or 2, wherein acts to eliminate the influence of friction in the spindle drive on the link between the motor torque M Mot and the force FKGT that the spindle drive 6 on the spring plate (3), the spring plate (3), starting from an initial position defined by a certain amount each deflected in both directions and formed from the respective to the provision of the spring plate (3) required in the starting position values ​​of the manipulated variable IMot a mean value.
PCT/EP2007/000017 2006-01-20 2007-01-03 Method for regulating the body level in motor vehicles WO2007087944A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE200610003068 DE102006003068B3 (en) 2006-01-20 2006-01-20 Motor vehicle structure level controlling method, involves adjusting actual motor angle depending on actual spring strut lengths by changing motor current such that difference to desired value of engine angle lies in given tolerance range
DE102006003068.0 2006-01-20

Publications (1)

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WO2007087944A1 true true WO2007087944A1 (en) 2007-08-09

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WO (1) WO2007087944A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008033820B4 (en) 2008-07-19 2015-06-25 Audi Ag Motor vehicle with an active suspension
DE102016209685A1 (en) * 2016-06-02 2017-12-07 Schaeffler Technologies AG & Co. KG The level control system and method for operating a system level adjustment

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US5060959A (en) * 1988-10-05 1991-10-29 Ford Motor Company Electrically powered active suspension for a vehicle
DE10122542A1 (en) * 2000-07-26 2002-02-07 Continental Teves Ag & Co Ohg Apparatus for controlling movements of the body of motor vehicles
FR2840257A1 (en) * 2002-05-31 2003-12-05 Renault Sa Active suspension unit for vehicle, comprises main spring connected between wheel and dish, actuator and parallel return spring connected between dish and vehicle frame and parallel shock absorber

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* Cited by examiner, † Cited by third party
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US3049359A (en) * 1960-05-09 1962-08-14 Gen Motors Corp Rear wheel suspension system for vehicles
US5060959A (en) * 1988-10-05 1991-10-29 Ford Motor Company Electrically powered active suspension for a vehicle
DE10122542A1 (en) * 2000-07-26 2002-02-07 Continental Teves Ag & Co Ohg Apparatus for controlling movements of the body of motor vehicles
FR2840257A1 (en) * 2002-05-31 2003-12-05 Renault Sa Active suspension unit for vehicle, comprises main spring connected between wheel and dish, actuator and parallel return spring connected between dish and vehicle frame and parallel shock absorber

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