WO2008095519A1 - Système de suspension et procédé pour adapter des propriétés de conduite d'un vehicule - Google Patents

Système de suspension et procédé pour adapter des propriétés de conduite d'un vehicule Download PDF

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Publication number
WO2008095519A1
WO2008095519A1 PCT/EP2007/009923 EP2007009923W WO2008095519A1 WO 2008095519 A1 WO2008095519 A1 WO 2008095519A1 EP 2007009923 W EP2007009923 W EP 2007009923W WO 2008095519 A1 WO2008095519 A1 WO 2008095519A1
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WO
WIPO (PCT)
Prior art keywords
spring
vehicle
gas
suspension system
unit
Prior art date
Application number
PCT/EP2007/009923
Other languages
German (de)
English (en)
Inventor
Carsten Beuermann
Hubert Brühl
Jochen GÖTZ
Eberhard Kaus
Andreas Opara
Peter Tattermusch
Original Assignee
Daimler 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
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2008095519A1 publication Critical patent/WO2008095519A1/fr

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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
    • B60G17/0152—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 action on a particular type of suspension unit
    • B60G17/0155—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 action on a particular type of suspension unit pneumatic unit
    • 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
    • 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
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/07—Off-road 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
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • 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
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • 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
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/204—Pressure regulating valves for air-springs
    • B60G2500/2041—Pressure regulating valves for air-springs for variable volume air springs, e.g. using accumulators as expansion chambers
    • 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
    • B60G2600/20—Manual control or setting means
    • 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
    • B60G2800/01—Attitude or posture control
    • B60G2800/014—Pitch; Nose dive

Definitions

  • the present invention relates to a suspension system for the chassis of a vehicle, in particular of a motor vehicle, with a number of gas spring units which are each associated with a wheel of the vehicle and which each have a plurality of gas volumes, which can be switched on and off to change a spring rate of the respective gas spring unit are.
  • the invention relates to a method for adjusting the driving characteristics of a vehicle, in particular of a motor vehicle.
  • Another approach is to provide a modular air suspension, as is known, for example, from DE 103 36 342 A1.
  • the cited document discloses an air suspension system for a vehicle chassis, wherein one or more additional air chambers can be coupled to a main air chamber of the air spring selectively in order to change the spring rate can.
  • the invention is based on the object, further develop a suspension system and a method of each type mentioned in that when used in a vehicle, in particular a motor vehicle, improved handling properties are accessible both on the road and in the field.
  • a lateral acceleration determination unit for determining a transverse acceleration state of the vehicle, comprising a spring stiffness determination device for determining a respective desired spring stiffness for individual wheels and / or for pairs of wheels of the vehicle connecting axes from the Querbeschleu- nistsschreib is in operative signaling connection, and by a gas spring control unit, which is designed to set the desired spring stiffness by selectively switching on and / or off of the corresponding wheels associated gas volumes.
  • the object is achieved in that from measured values for dynamic characteristics of the vehicle state, a lateral acceleration of the vehicle is determined that from the determined lateral acceleration, a target spring stiffness of at least one gas spring unit of the vehicle is determined, which is a wheel of the vehicle is assigned, and that selectively one or more gas volumes are coupled to or separated from a main volume of the gas spring unit to adjust the desired spring stiffness.
  • Embodiments of the suspension system according to the invention provide that using existing key components, that is, using series components an air suspension with, for example, three air chambers per air suspension unit and optionally an active damper adjustment is realized.
  • an air spring unit with three air chambers resulting in full utilization of the possibilities of variation four possible spring stiffness and thus a wide spread possible spring stiffness, which can be further sanded by intermediate steps, for example by asymmetric interconnection of air spring units on a vehicle axle.
  • each with three air chambers for example, by effective use of only a first volume of air spring stiffness or driving condition can be realized, as it mutually for a Road travel, especially for starting and braking, can be used.
  • a spring stiffness or a driving state can be realized, which can be used on the same side for a road trip, in particular for starting and braking.
  • a combination of the first volume of air with a third volume of air can be used on the same side to realize a comfort driving state.
  • embodiments of the inventive suspension system can be resolved with a CFD air spring with, for example, three air chambers of the target conflict described above.
  • Suspension travel limitations encountered today in conventional suspension systems for example, by train stop springs, may be replaced in the course of embodiments of the present invention by switching to a harder spring deflection characteristic.
  • an RTI of up to 600 mm can be achieved, which corresponds to the achievable today only by Geismewagen with rigid axle or switchable stabilizers best values.
  • the agility can be increased specifically for selected driving conditions.
  • the effect of the increased spring support can then take place at the same time or even before the kinematic wiping.
  • Such increased spring support is subjectively assessed as being generally positive.
  • the temporal assignment of the connection in a further development of the suspension system according to the invention can be varied according to an agility request between a sports setting and a comfort setting.
  • the air spring units of the proposed suspension system are individually To steer, so that, for example, an increased spring stiffness, in contrast to conventional fixed suspension systems and only one wheel is adjustable, for example, the curve outer front wheel, so let the driving behavior in certain situations specifically improve. It is possible, for example, to improve the articulation and a cheaper, more comfortable transition between the spring stiffnesses for the entire vehicle.
  • Fig. 1 is a schematic representation of a motor vehicle with a suspension system according to the invention
  • FIG. 2 is a schematic representation of a gas spring unit in a suspension system according to the invention.
  • FIG. 3a-3d representations of suspension characteristics of gas spring units in a suspension system according to the invention.
  • Fig. 1 shows a schematic representation of a motor vehicle 1 with a suspension system according to the invention 2.
  • the motor vehicle 1, as shown in Fig. 1 Rader 3.1-3.4, which in pairs via (imaginary) axes VA, HA are interconnected.
  • the wheels 3.1, 3.2 are connected via a dashed (imaginary) front axle VA
  • the wheels 3.3-3.4 are connected via a dashed line (imaginary) rear axle HA.
  • Each of the wheels 3.1-3.4 is a gas spring unit or associated with a gas spring unit 4.1-4.4, which in the present case are specially designed as air spring units.
  • the air feeder units 4.1-4.4 are signal-technically connected to a control unit 5 for control purposes.
  • control unit 5 is in operative signaling connection with a spring stiffness determination device 6, which in turn is connected to a lateral acceleration determination device 7.
  • the lateral acceleration determination device 7 is in operative operative connection with a speed sensor 8 and a steering angle sensor 9, the latter being provided on a schematically illustrated steering device 10 of the vehicle 1.
  • the speed sensor 8 acts according to the embodiment in Fig. 1 with one of the wheels 3.1-3.4, especially with wheel 3.1, for determining the vehicle speed together.
  • On the front axle VA and on the rear axle HA a torsion stabilizer 11 and 12 is respectively arranged, which ensures a certain coupling of the suspension behavior of the pair of wheels of an axle when driving, which is known in the art per se.
  • FIG. 2 shows a schematic representation of a gas spring unit in the suspension system 2 according to the invention, in particular in its embodiment according to FIG. 1.
  • the gas spring unit of FIG. 2 can in turn be designed as an air spring unit or air spring element and is generally shown in FIG Reference numeral 4 provided.
  • the gas spring unit 4 has, in a manner known per se, first a piston 4a which, in accordance with an external force F, acts on a gas volume V which is contained in an air bellows 4b. Furthermore, the piston 4 a or the entire gas spring unit 4 together with other devices, such as an optional Switzerlanddorffeder 4 c and a buffer member 4 d, together.
  • the gas contained in the pneumatic bellows 4b is subdivided into a plurality of sub-volumes, which in the present case are also referred to as gas volumes.
  • gas volumes in Fig. 2, three such gas volumes Vl, V2, V3 for the gas spring unit 4 are schematically shown, which are arranged within the air bellows 4b and separated from each other via suitable partitions 4e, 4f.
  • the directly cooperating with the piston 4a first gas volume Vl is referred to herein as the main volume.
  • V3 pressure equalizing means 4g, 4h are arranged, each having conduit means 4ga, 4ha and valve means 4gb, 4hb.
  • the valve means 4gb, 4hb are each signaled for control purposes with the control unit 5 (FIG. 1).
  • a spring stiffness of the gas spring unit 4 can be adjusted by targeted switching on and / or off (coupling and / or separating) of the gas volumes.
  • a spring stiffness of the gas spring unit 4 can be adjusted by targeted switching on and / or off (coupling and / or separating) of the gas volumes.
  • four different spring stiffnesses can be realized with three gas volumes V1, V2, V3, each of which is based on a total effective gas volume V.
  • the gas volumes are switched on and / or off according to the invention, as shown in FIG. 2, in accordance with the control unit 5 (FIG. 1).
  • the control unit 5 is connected for this purpose with all gas spring units 4.1-4.4 of the vehicle 1, as already indicated above, and sends corresponding control signals SS1-SS4 according to the genann- th control signals SS, SS 'to the relevant gas spring units 4.1-4.4.
  • the spring stiffnesses of all the wheels 3.1-3.4 of the vehicle 1 can be adjusted independently of one another by means of the inventive suspension system 2 for a vehicle 1.
  • What type of control signals are output by the control unit 5 to the respective air spring units 4.1-4.4, according to the invention determined in accordance with a target spring stiffness, which is determined by the spring stiffness determination device 6 and transmitted in the form of a corresponding signal FS to the control unit 5.
  • the signal FS information regarding SoIl spring stiffness for individual, multiple or all air spring units 4.1-4.4 included in any combination.
  • the control unit 5 determines the respective control signals SS1-SS4 to be transmitted to the individual air spring units 4.1-4.4 for setting the spring stiffness.
  • the spring stiffness detecting means 6 in turn generates the signal FS on the basis of information received from the lateral acceleration determining unit 7. This information is included in a signal QB transmitted from the lateral acceleration determination unit 7 to the spring stiffness determination unit 6.
  • the signal QB indicates a (future) lateral acceleration state of the vehicle 1, which is determined by the lateral acceleration determination unit 7 on the basis of a suitable model, in particular a nonlinear single-track model.
  • the lateral acceleration determination unit 7 receives a signal VS from the speed sensor 8, which contains information regarding a speed of the vehicle 1.
  • the Transverse acceleration Bestiiranungs prepared 7 a signal LW from the steering angle sensor 9 of the steering device 10, which contains information regarding a steering angle or a steering direction of the vehicle 1.
  • the suspension system 2 is able, as a function of the instantaneous vehicle steering direction and the instantaneous vehicle speed, to predictively anticipate an anticipated lateral acceleration of the vehicle 1 and the spring stiffnesses of individual or multiple air suspension units.
  • 4.1-4.4 of the suspension system 2 in virtually any way to adapt the driving dynamics, so as to ensure in any situation an optimally adapted suspension behavior.
  • further operating parameters of the vehicle 1 can also be used for control purposes, for example a measured spring travel, brake pressure or air spring pressure, to which optionally corresponding further sensors are to be provided which in the embodiment are not explicitly shown in FIG are.
  • certain air spring units 4.1-4.4 which are each assigned to certain wheels 3.1-3.4 of the vehicle, can also be actuated axially or in pairs depending on each other in order to produce a desired suspension similar to the mode of operation of known rotational stabilizers for the overall suspension system or the vehicle. or to achieve driving behavior.
  • the pressure compensation means 4g, 4h shown in FIG. 2, which according to the invention are provided for coupling and / or separating the gas volumes V1, V2, V3 in the air spring unit 4, are in the course of embodiments of the present invention, in particular with regard to their geometric properties, such as Long, opening cross-section or the like, designed such that for a dynamic process with a frequency above a predetermined or predetermined minimum frequency are attenuated safety relevant.
  • the so-called basic vaporization is chosen such that, with reference to certain undesirable phenomena in vehicle operation, such as jump, already sufficient damping takes place.
  • the pressure equalization between the individual gas volumes V1, V2, V3 must be able to take place sufficiently quickly in the case of vehicle dynamics-relevant changes or switching operations to realize changing spring stiffnesses, which has certain requirements for the conduit means 4ga used, 4ha and valve means 4gb, 4hb.
  • Embodiments of the present invention provide in this context that said pressure equalizing means are designed such that a pressure equalization between the individual volumes at a frequency of about 1 Hz can be realized.
  • FIGS. 3a to 3d show suspension characteristics of gas or air spring units in a suspension system according to the invention, for example the suspension system 2 according to FIG. 1, in which gas spring units of the embodiment shown in FIG. 2 can be used in particular.
  • FIGS. 3a to 3d respectively show the spring travel f on a gas or air spring unit as a function of an external force acting on the spring unit (see reference symbol F in FIG. 2).
  • FIGS. 3a to 3d show suspension characteristics of gas or air spring units in a suspension system according to the invention, for example the suspension system 2 according to FIG. 1, in which gas spring units of the embodiment shown in FIG. 2 can be used in particular.
  • FIGS. 3a to 3d respectively show the spring travel f on a gas or air spring unit as a function of an external force acting on the spring unit (see reference symbol F in FIG. 2).
  • FIGS. 3a to 3d show the spring travel f on a gas or air spring unit as a function of an external force acting on the spring unit (see reference symbol F
  • circles along the spring travel indicate switching operation of the suspension system according to the invention, that is to say points along the spring characteristic curves, in which, according to the invention, targeted activation and / or deactivation of the gas volumes results in the spring stiffness or spring deflection. influencing properties of one or more spring units.
  • Figures 3a to 3d show even more horizontal lines, which are designated on the one hand with "ZAF” and on the other with “buffer”. This is the one-shot or rebound, in which the above-mentioned already with reference to FIG. 2 mentioned spring or damping agent in the form of the optional Wermannfeder 4c or the buffer element 4d are active, which is known in the art per se.
  • FIG. 3a shows a first characteristic curve of a design of the suspension system according to the invention, which is also referred to as a "standard” setting or tuning.
  • two gas volumes in particular the gas volumes V1 and V2, in the gas spring unit are coupled in a wide travel range around the neutral position in the spring unit, which is symbolized by the linear course of the characteristic between the points P1 and P2.
  • the volume V2 is decoupled, that is, separated from the main volume V1 in accordance with a corresponding control signal of the control unit 5 (FIG. 1), whereby the spring stiffness or spring stiffness in the considered spring unit increases, as shown in FIG is symbolized by a flatter course of the characteristic between the point P2 and a point P3.
  • the tension stop spring 4c can also be dispensed with, so that the characteristic curve progresses beyond the point P1 when rebounding as well as between the points P2 and P3 is determined by the only effective main volume Vl of the gas spring unit, as can be derived from the corresponding slopes in Fig. 3a.
  • Fig. 3b shows a further vote of the erfmdungsge speciallyen suspension system, which is also referred to as "comfort" setting.
  • points Pl 'and P2' of the characteristic all three gas volumes V1-V3 of the gas spring unit 4 together, so that there is a relatively low spring stiffness, which is symbolized in Fig. 3b by a very steep curve of the curve between the above points.
  • the points P1 and P1 'or P2' and P2 shown in FIG. 3b as described above with reference to FIG. 3a, only the gas volumes V1 and V2 cooperate or are for this purpose within the gas spring unit 4 (FIG. 2). coupled.
  • FIG. 3 c shows a further tuning variant of a suspension system according to the invention, which is also referred to as "sport" tuning and is used according to the control unit 5 (FIG. 1), in particular when cornering, when starting and when braking.
  • the suspension characteristic according to FIG. 3c corresponds, between the above-defined points P1 and P3, to a completely linear course with a relatively small pitch, which indicates a correspondingly high spring stiffness. Accordingly, in the case of voting ante according to FIG. 3c continuously only the main volume Vl within the gas spring unit 4 for use.
  • the behavior beyond the points Pl and P3 essentially corresponds to that of the tuning variants according to FIGS. 3a and 3b, whereby, however, in the case of the tuning variant according to FIG.
  • FIG. 3d shows a further tuning variant of the inventive suspension system, which is also referred to as "terrain” tuning.
  • all three gas volumes V1-V3 of the gas spring unit 4 according to FIG. 2 are coupled over the entire spring path beginning at the point P3 (effectiveness of the buffer element 4d), so that a very soft suspension with correspondingly low spring rigidity results, which in turn is shown in FIG is symbolized by a very steep curve in this area.
  • suspension system according to the invention when using the suspension system according to the invention, it is possible to achieve an optimally tuned suspension behavior of the vehicle over wide driving dynamics and comfort ranges, and in this way to specifically adapt driving characteristics of the vehicle. It is therefore possible with the suspension system according to the invention, for example, to achieve the best possible driving characteristics both on off-road and on-road driving with one and the same suspension system.
  • the system will be hardware-based on the key components employed only available in a simple manner series components, such as air spring bellows, pistons, switching valves or the like.
  • the inventive suspension system can be realized without great development and corresponding cost.
  • the possible omission of Huaweifedern and the elimination or the possible reduction of torsional stabilizers further cost and weight reductions are possible.
  • Target vehicles for a suspension system according to the invention are in particular comfort vehicles, in particular if they already have air suspension.
  • the complete omission of torsional stabilizers opens up a potential for a further significant gain in comfort.
  • Another group of target vehicles are so-called SUVs (Sports Utility Vehicles), ie vehicles with a particularly broad requirement profile, which also includes, in particular, cross-country trips.
  • SUVs Sports Utility Vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un système de suspension (2) pour le châssis d'un véhicule (1), notamment d'un véhicule automobile, comprenant un certain nombre d'unités de ressort à gaz (4 ; 4.1-4.4), qui sont associées à chaque roue (3.1-3.4) du véhicule et qui présentent chacune une pluralité de volumes de gaz qui peuvent être mis en communication et déconnectés pour faire varier la caractéristique de ressort de l'unité de ressort à gaz concernée. Ce système est caractérisé par une unité (7) pour déterminer l'accélération transversale, afin de définir un état d'accélération transversale du véhicule, cette unité (7) étant en liaison fonctionnelle par une technique de signaux avec un dispositif de détermination de la rigidité du ressort (6) pour déterminer une rigidité de consigne particulière des ressorts pour chaque roue et/ou pour des paires reliant des essieux (VA, HA) de roues du véhicule. Le système selon l'invention est en outre caractérisé par une unité (5) de commande de ressort à gaz, qui est réalisée de manière à ajuster les rigidités de consigne des ressorts par mise en communication et/ou déconnexion spécifique des volumes de gaz associés aux roues correspondantes.
PCT/EP2007/009923 2007-02-07 2007-11-16 Système de suspension et procédé pour adapter des propriétés de conduite d'un vehicule WO2008095519A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007006034A DE102007006034A1 (de) 2007-02-07 2007-02-07 Federungssystem und Verfahren zum Anpassen von Fahreigenschaften eines Fahrzeugs
DE102007006034.5 2007-02-07

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WO2008095519A1 true WO2008095519A1 (fr) 2008-08-14

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DE102007060703A1 (de) * 2007-12-17 2009-06-25 Continental Aktiengesellschaft Verfahren zur Steuerung eines Kraftfahrzeug-Fahrwerks
DE102008050142A1 (de) * 2008-09-09 2010-03-11 Daimler Ag Verfahren und Vorrichtung zur Berechnung einer Dämpfersollkraft für ein einstellbares Dämpferelement
DE102009014747A1 (de) * 2009-03-25 2010-12-30 Audi Ag Verfahren zur Ansteuerung von den Wankwinkel eines Kraftfahrzeugs beeinflussenden Aktoren
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