WO2009097947A1 - Procédé et dispositif pour influencer une suspension active - Google Patents

Procédé et dispositif pour influencer une suspension active Download PDF

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Publication number
WO2009097947A1
WO2009097947A1 PCT/EP2009/000156 EP2009000156W WO2009097947A1 WO 2009097947 A1 WO2009097947 A1 WO 2009097947A1 EP 2009000156 W EP2009000156 W EP 2009000156W WO 2009097947 A1 WO2009097947 A1 WO 2009097947A1
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WO
WIPO (PCT)
Prior art keywords
optimization
vehicle
vector
height profile
target
Prior art date
Application number
PCT/EP2009/000156
Other languages
German (de)
English (en)
Inventor
Ralph Streiter
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 WO2009097947A1 publication Critical patent/WO2009097947A1/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
    • B60G17/016—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
    • B60G17/0165—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 to an external condition, e.g. rough road surface, side wind
    • 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
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
    • 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
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1871—Optimal control; Kalman Filters
    • 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
    • B60G2600/60—Signal noise suppression; Electronic filtering 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
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/914—Height Control System

Definitions

  • the invention relates to a method for influencing an active chassis of a vehicle, wherein a track height profile located in front of the vehicle in the direction of travel is determined and the active chassis is influenced as a function of the detected roadway height profile.
  • the road condition is predetermined and used to influence the spring units of the vehicle.
  • a sensor for example a laser sensor or an image recognition sensor-detects the road surface in front of the vehicle and transmits the sensor data to a control unit, which predetermines the roadway height profile lying in front of the vehicle in the direction of travel.
  • a control unit which predetermines the roadway height profile lying in front of the vehicle in the direction of travel.
  • an active suspension system with multiple spring or damper units is affected and the spring rate, damping rate, pressure, level, etc. are controlled or regulated.
  • This object is achieved by a method in which from the roadway height profile in a filtering step of the method using a filter specification a filtered height profile is formed from the subsequently at least one the desired position and / or movement of a vehicle body of the vehicle descriptive body target size is determined, wherein the lying in front of the vehicle roadway height profile is filtered in the implementation of the filter step in the direction of travel and against the direction of travel.
  • the nominal body size can be determined in a simple way. Characterized in that the roadway height profile is filtered both in the direction of travel and against the direction of travel of the vehicle, a movement of the vehicle body can be adjusted, which is not only caused reactive upon reaching a road bump, but begins before reaching the obstacle and the comfort of the vehicle occupants significantly increases.
  • the determined roadway height profile is time-dependent and is determined from the path-dependent roadway sensor data of a roadway sensor and the vehicle longitudinal speed.
  • a path-dependent roadway height profile can be sensory measured from the then from the current vehicle longitudinal speed, a time-dependent roadway height profile is calculated.
  • a chassis control variable for influencing the active chassis can then be determined as a function of the roadway height profile and / or the nominal body size in order to adapt the chassis settings to optimize the driving comfort.
  • the time taken by the time of the determination is already taken into account by at least one vehicle lane overrun past lane height profile, whereby the comfort can be further improved.
  • the chassis control variable is limited to a predefinable control range to improve comfort.
  • an optimization process for optimizing at least one filter parameter can be carried out before or after the filtering step in each process cycle.
  • the optimization method defines at least one optimization variable, in particular an optimization vector, which describes or has at least one comfort parameter relevant to the comfort of the vehicle.
  • the optimization variable in particular the
  • the comfort parameter describes a body acceleration and / or a body speed of the vehicle body in the height direction.
  • a target variable in particular a target vector, which specifies a desired value for the optimization variable for the optimization method
  • the target variable in particular the target vector, is limited to a target value range relevant for the comfort, in order to avoid unnecessary adjustments.
  • a weighting variable-in particular of a weighting vector-for the target variable, in particular the target vector, wherein the weighting variable is changed as a function of the current optimization variable and / or the current target variable makes sense in particular when using a target vector.
  • the target vector values may result in a target conflict that may be resolved by introducing the weighting quantity, in this case a weighting vector.
  • a change variable in particular a change vector or a change matrix, can be defined which describes the dependence of the optimization variable on the change of the at least one filter parameter to be optimized.
  • the change variable therefore represents the basis for determining the prognosis value.
  • the at least one filter parameter change value can be determined such that the prognosis value for the optimization variable is closer to the target variable than the current optimization variable. In this way, the optimization variable cyclically approaches more and more to the target size. The difference between the optimization size and the target size decreases.
  • a new filter parameter for the next filter step can be determined in order to improve the filtering in the subsequent filtering step.
  • Fig. 1 is a schematic representation of a part-vehicle model with wheel, spring or damper unit and
  • Fig. 2a is a partial schematic representation of a first active suspension system with spring or
  • Fig. 2b is a partial schematic representation of a second active suspension system with spring or
  • Fig. 3 is a flowchart of an embodiment of a
  • FIG. 5 is a flow chart of an optimization method as
  • Process part of the method of FIG. 2 and FIG. 6 is a schematic diagram of the phase-free
  • FIG. 1 shows a schematic representation of a partial vehicle model, with a vehicle wheel 10, the controllable spring or damper unit 11 associated with this vehicle wheel 10 and the vehicle body 12 shown as a mass, which has a vehicle center of gravity 13.
  • the part-vehicle model represents only that part of the entire vehicle that is relevant for one of the vehicle wheels 10 and applies, for example, to a car with two axles for each of the four vehicle wheels 10 and for the four spring or damper units 11.
  • This part-vehicle model is related to one.
  • zs (x) denotes the path-dependent roadway height profile of the roadway, the path x representing the abscissa of the coordinate system 14 and the roadway height profile zs (x) being measured in the direction of the vehicle's vertical axis.
  • the construction position of the vehicle center of gravity 13 seen in the direction of the vehicle vertical axis is provided with the reference numeral zA.
  • the current actual level of the spring or damper unit 11 can be adjusted or changed by the activation of an actuator 11 'of the spring or damper unit 11. All spring or damper units 11 of the active chassis are controlled by a control unit 20.
  • the control unit determines the setting for the spring or damper units 11, inter alia, on the basis of sensor data and, in particular, the sensor data of a roadway sensor 21, which detects the path-dependent roadway height profile zs (x) located in front of the vehicle in the direction of travel 20.
  • the roadway height profile zs (x) may be different for each vehicle side and possibly for each vehicle wheel 10 and correspondingly detected by a plurality of scanning units of the roadway sensor 21 at different locations of the vehicle.
  • the actual levels can be on all spring or damper units 11 andugagann 10 differ. Therefore, these quantities are determined or set separately for each of the spring or damper units 11.
  • the vehicle wheels 10 of a vehicle not shown, associated active spring or damper units 11 are controlled independently of each other to affect the construction position zA of the vehicle body 12 in the range of all vehicle wheels 10.
  • the influencing or regulation of the construction position zA and / or the movement of the vehicle body 12 can take place in all dimensions.
  • the pitch and / or roll and / or hitching, as well as the wheel contact forces of the vehicle wheels on the road surface can be influenced, controlled or regulated.
  • a tension of the chassis can be achieved for example between the front and rear axle of the vehicle.
  • the RadaufStands introduced two diagonally opposite vehicle wheels opposite the wheel contact forces of the other two diagonally opposite vehicle wheels can be increased or decreased. In this way, the lateral dynamic behavior of the vehicle can be influenced.
  • FIGS. 2 a and 2 b show two examples of active suspension systems schematically with reference to a vehicle wheel 10 in a partial representation.
  • a spring or damper unit 11 there active spring or damper units IIa and IIb are provided with adjustable springs.
  • active spring or damper units 11 with adjustable dampers could also be used.
  • FIG. 2 a shows an active hydropneumatic spring or damper unit IIa with a pressure source 60 and a reservoir 61, each of which is fluidically connected to an electrically controllable spring valve 62.
  • the spring valve 62 depending on its valve position, either the pressure source 60 or the reservoir 61 with a pressure chamber 63 of a piston-cylinder unit 64, which represents the actuator 11 'of the hydropneumatic spring or damper unit IIa, connect fluidly or interrupt all fluid connections, so that Actual level y of the hydropneumatic spring or damper unit IIa can be increased, reduced or kept constant.
  • a working space 66 of a compressed gas tank 67 is connected via a throttle 65.
  • the working space 66 is separated from a compressed gas space 68 by a flexible membrane.
  • the compressible compressed gas in the compressed gas chamber 68 provides in the hydropneumatic spring unit IIa for the spring action.
  • the throttle 65 causes a damping.
  • the piston-cylinder unit 64 and the compressed gas tank 67 represent the adjustable spring 64, 67 represents.
  • Fig. 2b Another form of active suspension or damper unit 11 of an active suspension system is shown in Fig. 2b, which may be referred to as ABC spring unit IIb, where "ABC” stands for "Active Body Control".
  • ABC Active Body Control
  • the same components with respect to the hydropneumatic spring unit IIa are provided with the same reference numerals.
  • the ABC spring unit IIb has no pressurized gas container 67.
  • the ABC spring unit IIb has a series arrangement of a coil spring 70 with the piston-cylinder unit 64, wherein this series circuit forms the adjustable spring 64, 70 of the spring or damper unit IIb. Parallel to this adjustable spring 64, 70, a separate damper 71 is provided.
  • the path-dependent roadway height profile zs (x) in the direction of travel 20 in front of the vehicle is detected by the roadway sensor 21.
  • the path-dependent roadway height profile zs (x) can be represented as a vector whose individual values each correspond to a height profile value at a measuring point on the roadway.
  • n measuring points are provided so that the vector of the path-dependent roadway height profile zs (x) has a number of n vector values:
  • a design target variable zA is determined as n (t) in a method part, as will be explained in detail later in connection with FIG.
  • the superstructure setpoint zA so n indicates, for example, how the position of the vehicle body 12 should result as a function of time, thus the desired stroke position or lifting movement of the vehicle body is set by the superstructure setpoint zA so ii.
  • the construction target size is also given here as a vector with n entries:
  • the buildup position zA of the vehicle body 12 at a time t * depends on the buildup position before the time of observation t k , on the road height profile zs (t ⁇ t k ) until the time of observation t k and on the manipulated variables u (t k ) of the active spring or Damper units 11 of the vehicle.
  • the construction position zA can, taking into account the dependencies described by a Vehicle model will be described.
  • the vehicle model can be set up by test drives and simulations.
  • the future body movement zA (t> t k ), which will take place after the time of observation t k , can also be predicted.
  • the future manipulated variables u (t> t k + n ) would have to be known.
  • the desired body size zA so n specifies the desired build position or body movement and the lying in the direction of travel 20 in front of the vehicle lane height profile zs is known, the future manipulated variables for the spring or damper units 11 can be determined. The following equation is used for this purpose:
  • MzA- is the matrix of coefficients for the current and future construction position
  • Mc is the matrix of the coefficients for the future and optionally also lying roadway height profile
  • M u the matrix of the coefficients for the current and future manipulated variables for the spring or
  • ⁇ ('* + l) indicates the lane height profile
  • the matrices M zA , M AB , M 3 and M u are part of the determined vehicle model. From the requirement:
  • a fourth step 115 future manipulated variables u (t> t k ) in the form of the vector specified for equation (7) are determined for n points in time as a function of the vectorial setpoint variable zA so n from the third step 110 of the method.
  • the vectorial manipulated variable u (t) according to equation (7) indicates how the spring or damper units 11 of the vehicle must be adjusted in order that the buildup position zA (t) corresponds to the design target position z A S oii (t), if the vehicle in Direction of travel 20 ahead of the vehicle lying roadway height profile zs (t) moves over.
  • a fifth method step 120 residual reactions and boundary conditions are considered, to which the spring or Damper units 11 of the vehicle subject.
  • this can be represented as follows:
  • the manipulated variables for the spring or damper units 11 of the vehicle are set by the control unit 20. Subsequently, the method starts again with the first step 100 and is thus carried out cyclically during vehicle operation.
  • any filter functions for example based on a PT ⁇ element or a PT 2 element, can serve as the filter specification P.
  • the peculiarity of the phase-free filtering in the method according to the invention lies in the fact that the filtering of the road height profile zs (t) takes place both in the direction of travel 20 of the vehicle, and counter to the direction of travel 20 of the vehicle and then the filtered road height profile zsP is determined. This is shown schematically in FIG. It is assumed by way of example that the roadway height profile zs (t) has a road surface unevenness in the form of a step-like course.
  • the filtering in the direction of travel 20 is shown in dashed lines, while the filtering opposite to the direction of travel 20 is shown dotted with zsP2 (t). From these two filters zsPl and zsP2 in and counter to the direction of travel 20, the filtered roadway height profile zsP (t) is then determined, for example, by averaging.
  • Decisive variables for the filter specification P are the filter frequency f and the filter damping D.
  • the filter frequency f and the filter damping D serve as parameters for adapting the setting of the filter specification P to the vehicle or system properties of the active chassis and the best possible comfort behavior adjust.
  • a filter rule P higher order should be used.
  • forward-backward filtering By filtering both in and counter to the direction of travel 20, which could also be referred to as "forward-backward filtering", the active vehicle tends to bring the vehicle body 12 in a suitable and favorable for the comfort of movement direction even before reaching the road surface 6.
  • the roadway unevenness is as it were smoothed, as can also be recognized by the schematic illustration in Figure 6. How pronounced this smoothing of the roadway height profile zs is depends on the filter frequency f and the filter damping D.
  • the ascertained roadway height profile zs (t) the greater the filter frequency f and the filter damping D are selected, reducing the build-up accelerations of the vehicle body 12, thereby increasing the comfort for the vehicle occupants, but no increase in the filter frequency f and the filter loss D m Possibly, since both the active chassis of the vehicle, as well as the control unit 20 are subject to limitations or restrictions and the actuating speeds of the actuators 11 'and the computing power of the control unit 20 are not arbitrarily large.
  • the design target variable zA is determined n (t) on the basis of the filtered roadway height profile zsP (t) in a determination step 205.
  • the design target size zA is n (t) the filtered roadway height profile zsP (t).
  • an optimization method 210 is performed, which is illustrated in FIG.
  • the optimization process 210 is run through, so that the comfort during the driving operation is continually and continually optimized.
  • an optimization variable r is defined in a first optimization step 300, which is specified in the form of an optimization vector with four vector elements r r r 2 , r 3 , r 4 , for example:
  • the optimization vector r is composed of the comfort characteristic parameters ri, r 2 and the restrictions of the active chassis characteristic vector quantities r 3 , r 4 together.
  • Comfort characteristics vector elements ri, r 2 in the preferred embodiment described herein include the build target acceleration resulting from the build target size zA so n by forming the difference in build target speeds at successive times.
  • the superstructure target speeds result by time derivative of the superstructure target position zA so ii (t).
  • the optimization vector r could also contain further variables characterizing the comfort, such as, for example, the body speed or other boundary conditions and restrictions.
  • a target size J is defined for the optimization variable r. Since, for example, the optimization variable is a vector, the target variable is also predetermined as the target vector J. Starting from the optimization vector r, the two vector values ri, r 2 should be as small as possible, since then the build-up acceleration is low and the comfort is very high. The two vector elements r 3 , r 4 describing the restrictions of the landing gear must comply with predetermined limit values which can be defined as the target variable. In the preferred embodiment described here, therefore, the target vector J is specified as follows:
  • the target vector J is extended according to example to: / i) max (k size:, a - r 2 )
  • the value k size specifies the final destination, below which no further optimization should take place, since the sensing threshold for the vehicle occupants would be undershot.
  • a further improvement is achieved in the preferred embodiment by preventing adjustments that would lead to a deterioration of comfort. If a vector value of the optimization vector r is already smaller than the target defined by the corresponding vector value of the target vector J, the target is adapted to this vector value of the optimization vector r. For the target vector J follows:
  • the target vector J is given according to equation (13) in the second optimization step 305. It is understood that, alternatively, a target vector according to one of the two equations (11) or (12) could be used.
  • a weighting variable g is specified, which is given by way of example as the weighting vector g with four vector elements gi, g 2 , g 3 , gi. As start value, all vector elements gi, g 2 , g 3 , g 4 of the weighting vector g are set to 1.
  • the vector elements of the weighting vector g are adjusted as a function of the target vector J and the optimization vector r.
  • the vector element q ⁇ is lowered if the corresponding vector element r ⁇ of the optimization vector is smaller than the vector element J 1 of the target vector.
  • the vector element gi of the weighting vector is increased if the corresponding vector element ri is greater than the vector element J 1 of the target vector.
  • the vector element r 1 / ait of the optimization vector r in the previous process cycle smaller than the corresponding vector element J 1 of the target vector J and is the vector element r 1 ( n eu of the optimization vector r in the current process cycle but larger than the corresponding vector element J ⁇ of the target vector J, .
  • the associated vector element of the weighting vector g ⁇ g is equal to 1 is set to follow apply.:
  • a change variable and, for example, a change matrix Degree is defined which describes a relationship between the optimization vector r and the filter parameters to be optimized, ie the filter frequency f and / or the filter damping D.
  • the change matrix degree is as follows:
  • the change matrix degree therefore contains in each column as many matrix elements as the optimization vector r has vector elements.
  • the number of columns of the change matrix degrees corresponds to the number of filter parameters to be optimized. In the present case, two columns are provided, since both the filter frequency f, and the filter damping D to be optimized.
  • Each matrix element of the change matrix degree contains a derivative of a Vector element r ⁇ of the optimization vector r, derived according to the relevant filter parameter f or D.
  • filter parameter change values ⁇ D, ⁇ f for the filter damping D or the filter frequency f can be determined, the prognosis value r prO g enabling a prediction as to how the optimization vector r changes as a function of the filter parameter change values ⁇ D, ⁇ f.
  • the simplified approach to the prediction value r prO g enables a real-time calculation during operation of the vehicle.
  • the new filter frequency f new and the new filter damping D ne u for the next process cycle can be determined as follows:
  • the relax factor is used for the gradual slow adaptation of the filter parameters.
  • the optimization process 210 is terminated and thus also the determination of the built-in setpoint zA so i ⁇ t) completed in accordance with Figure 4.
  • the method according to FIG. 3 is then continued in the fourth method step 115 and further cycled.

Abstract

La présente invention concerne un procédé pour influencer une suspension active d'un véhicule, un profil de hauteur de chaussée (zs), à l’avant du véhicule dans le sens de la marche (20), étant déterminé et la suspension active étant influencée en fonction du profil de hauteur de chaussée (zs) relevé. On établit, à partir du profil de hauteur de chaussée (zs), un profil de hauteur filtré, dans une étape de filtrage du procédé, à l'aide d'une instruction de filtrage. A partir de ce profil de hauteur, on détermine ensuite au moins une grandeur théorique décrivant la position souhaitée et/ou le mouvement souhaité de la carrosserie (12) du véhicule. Le profil de hauteur de chaussée (zs), à l’avant véhicule, est filtré lors de l'exécution de l’étape de filtrage dans le sens de la marche (20) et dans le sens inverse de la marche (20).
PCT/EP2009/000156 2008-02-06 2009-01-14 Procédé et dispositif pour influencer une suspension active WO2009097947A1 (fr)

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DE102008007657.0 2008-02-06
DE200810007657 DE102008007657A1 (de) 2008-02-06 2008-02-06 Verfahren und Vorrichtung zur Beeinflussung eines aktiven Fahrwerks

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DE102013018924A1 (de) 2013-11-13 2015-05-13 Audi Ag Verfahren zum Kontrollieren eines Aktors
US10235618B2 (en) 2015-06-18 2019-03-19 Hicof Inc. Authentication feature in a barcode
US11312199B2 (en) * 2019-06-19 2022-04-26 Hyundai Motor Company Active vehicle height control method

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DE102009009888A1 (de) 2008-04-30 2009-10-01 Daimler Ag Verfahren zur Regelung eines Fahrwerks eines Fahrzeugs
DE102012009882B4 (de) 2012-05-18 2015-07-16 Audi Ag Verfahren zur Steuerung eines aktiven Fahrwerks
DE102012010553B4 (de) 2012-05-29 2017-03-23 Audi Ag Verfahren zur Steuerung eines aktiven Fahrwerks
DE102013018923B4 (de) 2013-11-13 2017-05-11 Audi Ag Verfahren zum Kontrollieren eines Aktors
DE102019205484A1 (de) * 2019-04-16 2020-10-22 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erstellen eines Höhenprofils für einen von einem Fahrzeug zu befahrenden Bereich

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DE3424979A1 (de) * 1984-07-06 1986-01-16 Siemens AG, 1000 Berlin und 8000 München Fahrwerk fuer radfahrzeuge
JPS6490811A (en) * 1987-09-30 1989-04-07 Mazda Motor Suspension of automobile
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US9902228B2 (en) 2013-11-13 2018-02-27 Audi Ag Method for controlling an actuator
US10235618B2 (en) 2015-06-18 2019-03-19 Hicof Inc. Authentication feature in a barcode
US11312199B2 (en) * 2019-06-19 2022-04-26 Hyundai Motor Company Active vehicle height control method

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