WO2011051035A1 - Procédé de commande de suspension d'un véhicule et dispositif correspondant - Google Patents

Procédé de commande de suspension d'un véhicule et dispositif correspondant Download PDF

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Publication number
WO2011051035A1
WO2011051035A1 PCT/EP2010/063075 EP2010063075W WO2011051035A1 WO 2011051035 A1 WO2011051035 A1 WO 2011051035A1 EP 2010063075 W EP2010063075 W EP 2010063075W WO 2011051035 A1 WO2011051035 A1 WO 2011051035A1
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WO
WIPO (PCT)
Prior art keywords
damper
setting
vehicle
force
controller
Prior art date
Application number
PCT/EP2010/063075
Other languages
German (de)
English (en)
Inventor
Silke Buettner
Roman Sankin
Alexander Habenicht
Michael Knoop
Sergiy Antonov
Oliver Wagner
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2011051035A1 publication Critical patent/WO2011051035A1/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
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • 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
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/518—Pressure in suspension unit in damper
    • B60G2400/5182—Fluid damper
    • 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
    • B60G2400/90—Other conditions or factors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/106—Damping action or damper duty rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/16—Integrating means, i.e. integral control
    • 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
    • B60G2600/17—Proportional control, i.e. gain control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/41—SISO system, i.e. single input - single output system
    • 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
    • B60G2600/82—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems duty rate function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/16—Running
    • B60G2800/162—Reducing road induced vibrations
    • 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
    • B60G2800/94—Electronic Stability Program (ESP, i.e. ABS+ASC+EMS)

Definitions

  • the invention relates to a method for adjusting the suspension of a vehicle, in particular a motor vehicle, wherein at least one provided between a vehicle body and a wheel of the vehicle suspension has an adjustable damper.
  • the invention further relates to a device for suspension control.
  • DE 41 120 04 C2 describes a method for controlling a damping characteristic of at least two stages adjustable damper of a motor vehicle.
  • the damper has an adjustable valve by means of which its damping characteristic can be adjusted.
  • the switchover of the damper between different damping characteristics to be used to optimize the properties of the motor vehicle depends on whether the damper is under compressive or tensile load, that is to say it is in the compression or rebound stage.
  • the hardness of the damper i. the degree of damping is adjusted so that the movement of the vehicle body is damped.
  • DE 10 2009 027 939.3 describes a method for chassis control and a corresponding device. Generally there is described a Verstelldämpfersystem which performs a part of the control centrally and another part locally in control units, which are assigned to the damper.
  • the method for suspension control with the features mentioned in claim 1 has the advantage that only damper local variables are used in the determination of the damper setting.
  • a damper desired force is determined on the basis of a PI controller and then a damper setting is determined on the basis of the damper target force, wherein the PI controller has as input variable only the damper speed.
  • the goal is to avoid additional sensors - which are not assigned to the damper. In this way, the process can be implemented extremely cost-effectively.
  • the method should be able to control or adjust the damper so that the movement of the vehicle body is damped. At the same time, a local estimation of the movement of the vehicle body should be avoided, as it is subject to great uncertainties. In the process, the first
  • Damper set force determines what the PI controller is used for.
  • the damper target force corresponds to an ideal damper force with which the movement of the vehicle body and / or the wheel due to a damper-related influence (for example, an excitation by a background of the vehicle) can be damped or even prevented.
  • the damper desired force is the result of a control, which is implemented by means of the controller.
  • the PI controller is composed of a proportional part (P-component) and an integrating part (I-component). Both are designed as continuous controllers.
  • the P component only causes a proportional amplification of an input signal of the controller. With the I-share, however, a temporal integration is achieved.
  • the P component and the I component can be weighted relative to one another.
  • the PI controller has selectable or adjustable parameters. If the damper target force is known, then the damper setting is determined from it.
  • the damper setting (which may also be referred to as damper hardness) is the value that is usually set on the damper eventually.
  • the damper setting which is determined here on the basis of the damper speed, can, however, be modified or combined with a damper setting which is determined on the basis of global variables, in particular movement variables of the vehicle body.
  • a damper setting which is determined on the basis of global variables, in particular movement variables of the vehicle body.
  • a development of the invention provides that the Pl controller according to the regulatory law where F D , So ii is the damper set force, v D is the damper speed, t is the time, and c and d are parameters.
  • the regulatory law can be derived from the equations of the so-called quarter vehicle model.
  • the motion differential equation for the vehicle body is
  • m B is the mass of the entire vehicle body
  • z is the deflection of the vehicle body with respect to a ground of the vehicle
  • z w is a deflection of the wheel with respect to the ground
  • c is a parameter which a Suspension between vehicle body and wheel describes
  • F D soii the already known damper desired force.
  • the damper setting is determined from a characteristic field and / or based on at least one damper characteristic of the damper.
  • the damper target force can be assigned to a damper setting as a function of the damper speed.
  • the damper setting thus results from the expression f 1 (v D, F D, so n).
  • the map will be composed of at least one, but preferably several damper characteristics.
  • the damper setting is usually in a value range of [0,1].
  • a damper setting of 0 a maximum soft damper and a damper setting of 1 a maximum hard damper.
  • the damper target force is limited by a minimum value and / or a maximum value.
  • the ideal damper force or damper target force will usually not be achievable, since the power supply of the damper depends on the damper speed, while the damper target force is dominated by the deflection of the damper. Therefore, the damper target force should be limited to a range of values achievable by the damper at a given damper speed. This area is enclosed by the minimum value and / or the maximum value.
  • the limiting of the damper target force during the determination of the damper setting is carried out from the characteristic map and / or the damper characteristic curve. guided.
  • the minimum value and / or the maximum value are represented in this case by a minimum characteristic or a maximum characteristic as a function of the damper speed. If the damper target force lies below the minimum characteristic curve and / or the maximum characteristic curve, then it is limited to the respective characteristic curve.
  • a development of the invention provides that the damper speed is calculated from a damper actual force and / or a pressure difference, in particular taking into account the damper characteristic curve.
  • the damping force and / or the pressure difference is first determined.
  • the pressure difference is present on the damper.
  • the damper speed i.e. the relative speed between the vehicle body and the wheel of the vehicle or a damper piston and a damper tube - can be estimated (in analogy to the determination of the damper setting described above) by means of inversion of the damper characteristic from the damper force.
  • the differential pressure for example, the pressure of the compression stage and the pressure of the rebound, can be used, wherein the damper characteristic is used. This damper characteristic is selected depending on the current damper setting.
  • a combination of the mentioned calculation approaches is also possible.
  • a development of the invention provides that the damping force and / or the pressure difference from at least one damper pressure, in particular a pressure in an upper chamber of the damper and a pressure in a lower chamber of the damper, are determined. So there are provided means to determine the damper pressure both in rebound and in the compression stage.
  • the pressure in the upper chamber corresponds to the pressure of the rebound and the pressure in the lower chamber corresponds to the pressure of the compression stage.
  • a development of the invention provides that a further damper setting is determined on the basis of the amplitude of the damper emergency force.
  • the determination of the further damper adjustment is based on the recognition that large values of the damper resistance occur in situations with strong vertical dynamic excitation, for example when driving over a curb or a threshold. In the- In such situations, it is useful to set a damper setting on the damper, with which a hardening of the damper is achieved. In this way, the vibration energy which has occurred due to the excitation can be reduced as quickly as possible.
  • a force-controlled algorithm is provided. This means that the further damper setting is determined based on the damper resistance. In particular, the amplitude of the damping force is used. After determining the amplitude of the damper actual force, the further damper setting is determined by means of at least one damper characteristic.
  • a development of the invention provides that the damper setting and the further damper setting are combined to damper-related total damper setting.
  • it may be provided that either the damper setting or the further damper setting are set on the damper.
  • the damper setting or the further damper setting are set on the damper.
  • Damper settings and the other damper setting are to a single size, namely the total damper setting summarized. This is usually set finally on the damper.
  • the overall damper setting which is damper-related, to be modified or combined with a damper setting which is determined on the basis of global variables, such as, for example, a movement of the vehicle body.
  • DmpReq DmpReql + DmpReq2 - DmpReq l ⁇ DmpReq2 results.
  • the DmpReql stands for the damper setting and DmpReq2 for the further damper setting.
  • DmpReq is the total damper setting.
  • a further development of the invention provides that the damper setting and / or the further damper setting and / or the damper-local overall damper setting are respectively determined for a pressure stage and / or a rebound stage of the damper.
  • Each of the above settings is therefore available for the compression stage or the rebound stage.
  • For the damper adjustment may also result in different values for compression and rebound.
  • different characteristics can be used for the compression stage and rebound.
  • the invention further relates to a device for suspension control of a vehicle, in particular for implementing the method according to one or more of the preceding claims, with at least one provided between a vehicle body and a wheel of the vehicle suspension having an adjustable damper.
  • the device is intended to first determine a damping target force on the basis of a PI controller and then determine a damper setting on the basis of the damper target force, the PI controller having only the damper speed as the input variable.
  • the device can be further developed according to the above statements. With the device, a reduction of movements of the vehicle body and / or the wheel can be achieved or the corresponding damper setting can be determined without having to measure variables which represent the movement of the vehicle body (such as the vehicle body acceleration). The elimination of the sensors, the device can be implemented extremely inexpensive.
  • FIG. 1 shows a schematic representation of a device or a method for adjusting the suspension of a vehicle
  • FIG. 2 shows a schematic representation of a model known as a quarter vehicle model
  • FIG. 3 shows a controller structure of a PI controller, which is used to determine a damper target force
  • FIG. 4 shows a characteristic diagram of a damper
  • FIG. 5 shows a functional structure for a part of the method
  • FIG. 6 is a graph in which a damper actuator force is associated with a damper setting
  • FIG. 7 shows a functional structure of an arbiter for combining the damper setting and a further damper setting.
  • each damper 2 to 5 is designed as a variable damper and has pressure sensors 6, a microprocessor 7, two output stages 8, by means of which in each case a valve drive 9 and via this a valve 10 can be actuated.
  • Each of the pressure sensors 6, the output stages 8, the valve actuators 9 and the valves 10 are each associated with a tensile and a pressure stage of one of the dampers 2 to 5.
  • One of the pressure sensors 6 thus serves to determine the pressure in the pressure stage, while the other of the pressure sensors 6 serves to determine the pressure in the rebound stage.
  • valve drive 9 and valve 10 respectively the hardness of the compression and / or rebound of the damper 2 to 5 can be adjusted.
  • the power amplifiers 8 are controlled by the microprocessor 7, which evaluates both signals of the pressure sensors 6, and is connected via a data bus 1 1 with an existing control unit 12 of the vehicle and with can exchange this data.
  • the control unit 12 is, for example, an ESP control unit.
  • the control unit 12 additionally receives data from a steering angle sensor 13, a sensor 14 for determining the yaw rate and / or the lateral acceleration and / or a pressure sensor 15 for determining the pressure in a brake cylinder (not shown).
  • the control unit 12 continues to get
  • the engine controller 16 may provide, for example, the requested engine torque and / or an instantaneous speed of a prime mover of the vehicle.
  • the transmission control 17 notifies the control unit 12, for example, which gear is engaged and whether a gear change is currently being performed.
  • a global movement of the vehicle is determined and set a damper setting or damper hardness from the global movement.
  • the microprocessor 7 of the damper 2, 3, 4 or 5 determines the local movement, in particular from the data of the pressure sensors
  • damper setting from the global motion is transmitted from the controller 12 to the microprocessor 7 via the data bus 11. This determines a total damper setting from the damper setting for the local motion and the damper setting for the global motion. This total damper setting is then adjusted by means of the power amplifier 8, the valve drive 9 and the valve 10 to the dampers 2 to 5. In this case, the damper setting or the total damper setting is determined in each case for the rebound stage and the pressure stage of the damper 2 to 5.
  • Damper 2 to 5 are associated with the respective damper 2 to 5, so damper-local devices.
  • the control unit 12 is provided for evaluating the global movement of the vehicle and therefore a central component. The global movement can therefore also be described as a central movement.
  • the damper 2 is provided on the left front of the vehicle, the damper 3 front right, the damper 4 rear left and the rear right damper 5.
  • the determination of the damper-related damper setting (which is determined based on the local motion) will be described below. This may be modified by the controller 12 prior to adjustment to the dampers 2 to 5, taking into account the damper setting from the global motion.
  • FIG. 2 shows a model of a vehicle 18, which is referred to as a quarter-vehicle model, because only the area of a wheel 19 or a region of a vehicle body 20 is considered.
  • the total mass of the vehicle body 20 is m B , that is, the area of the vehicle body 20 shown in FIG. 2 has a mass of m B / 4.
  • a suspension 21 is provided, which is a model of a suspension 22 and one of the damper 2 to 5 composed.
  • the wheel 19 rolls on a substrate 23, which is usually uneven and therefore recesses 24 and elevations 25 has.
  • the point at which the wheel is currently located with respect to the ground 23 is referred to as Abrollstelle 26.
  • a vertical deflection of this Abrollstelle 26 from a starting position is designated in Figure 2 with z s .
  • a movement of the vehicle 18 thus results in a change over time of the deflection z s , whereby both the wheel 19 and the
  • Vehicle body 20 are excited.
  • the connection between substrate 23 and wheel 19 is modeled with a further suspension 27 with a spring constant (spring parameter) c w .
  • This suspension 27 results, for example, from an elastic tire (not shown) of the wheel 19.
  • a deflection of a center of gravity 28 of the wheel 19 due to the excitation by the substrate 23 from a starting position is indicated here by z w .
  • the deflection of a center of gravity 29 of the vehicle body 20 from a home position is referred to as z.
  • arrows 30 Arranged only by way of illustration are arrows 30 which denote a damping force which is generated at the moment by the respective damper 2 to 5.
  • the wheel 19 has the mass m w .
  • the spring constant or the spring parameter of the suspension 22 is indicated by c.
  • the result for the vehicle body 20 is the motion differential equation
  • F D, soii is a damper target force required to dampen both movement of the vehicle body 20 and the wheel 19. To achieve this in an ideal way, the damper set force is called
  • n c (z - z w) - d (z - z w ). This term is determined continuously by means of a PI controller 31.
  • FIG. 31 The basic structure of this PI controller 31 is shown in FIG.
  • An input 32 is the only damper-related input of the Pl controller 31, namely the damper speed v D , to.
  • An upper branch 33 realizes the I-portion of the PI controller 31.
  • an integrator 34 and a multiplier 35 are provided, the latter multiplying the output value of the integrator 34 by a parameter c.
  • a branch 36 realizes the P component of the PI controller 31.
  • the branch 36 contains a multiplier 37. Both the branch 33 and the branch 36 have as damper-related input only the damper speed v D on.
  • a subtracter 38 the result of the branch 33 is subtracted from the result of the branch 36 and fed to an approximator 39. This additionally has an input to which the damper speed v D is applied.
  • the approximator 39 converts the damper target force into a damper setting, this being done in each case for the pressure stage and the rebound stage of the respective damper 2 to 5. At an output 40 of the approximator 39 is therefore the determined by this damper setting of the respective damper 2 to 5 for the compression stage and at an output 41 of the rebound.
  • the damper target force is limited to a damper force attainable by means of the respective damper 2 to 5.
  • the achievable damping force is dependent on the damper speed, therefore, the approximator 39 has an input for this.
  • the procedure of the approximator 39 is illustrated with reference to FIG.
  • damper force F D is plotted against damper speed v D.
  • the diagram corresponds to a map 42 of the damper 2 to 5.
  • damper characteristics 43, 44 and 45 are shown.
  • the damper characteristic 43 corresponds to one at the respective
  • Damper speed maximum achievable damper force and the damper characteristic 45 of a minimum achievable at the corresponding damper speed damper force are shown.
  • three points 46, 47 and 48 show different damper target forces, which were determined by means of the PI controller 31 and are now present as an input variable at the approximator 39. It can be seen that points 46 and 48 are outside the range of maximum adjustable damper forces. In this case, the damper target force of the point 46 lies above the damper characteristic 43 and the damper desired force of the point 48 below the damper characteristic 45. For this reason, the damper desired force is lowered for the point 46 until a point 46 'is reached, which is on the damper characteristic curve
  • FIG. 5 shows a system structure 49 which can be used as an extension of the method or device described above. It is provided here to apply an attenuation force determined at one of the dampers 2 to 5 at an input 50. Subsequently, an amplitude of this damping force is determined in the functional unit 51. This damping force then serves to determine a further damping setting, respectively for the compression stage (box 52) and the rebound stage (box 53). Thus lie to the
  • the diagram shows the further damping setting via the amplitude of the damping force F D, Amp .
  • F D the damping force
  • Amp the further damper setting
  • the further damper setting is equal to zero (corresponding to a soft damper setting).
  • F 0 ⁇ FD a linear increase in the further damping setting is provided up to a value of 1 (hard damper setting).
  • amplitudes of the Dämperfistkraft greater than F- ⁇ is thus the maximum additional damper setting with a value of 1 before.
  • FIG. 7 shows an arbiter 56, which combines the results of the approximator 39, that is to say the damper setting (symbolized by the box 57) and the system structure 49, that is to say the further damper setting (symbolized by the box 58), into a damper-related total damper setting, which subsequently at an output 59 is applied.
  • the damper-related total damper setting is for each of the damper 2 to 5 before. It can be set directly to the respective damper 2 to 5. However, it may also be provided to previously modify the damper-related total damper setting by means of the damper setting from the global movement (see FIG. 1).

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

Abstract

L'invention concerne un procédé de commande de suspension d'un véhicule (18), en particulier d'un véhicule automobile, au moins une suspension de roue (21) prévue entre la carrosserie (20) et une roue (19) du véhicule (18) présentant un amortisseur réglable (2, 3, 4, 5). Selon l'invention, on détermine d'abord une force de consigne de l'amortisseur au moyen d'un régulateur PI (31), puis on détermine un réglage de l'amortisseur sur la base de la force de consigne de l'amortisseur, le régulateur PI (31) ne disposant que de la vitesse de l'amortisseur comme grandeur d'entrée. L'invention concerne également un dispositif de commande de suspension.
PCT/EP2010/063075 2009-10-29 2010-09-07 Procédé de commande de suspension d'un véhicule et dispositif correspondant WO2011051035A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009046156.6 2009-10-29
DE200910046156 DE102009046156A1 (de) 2009-10-29 2009-10-29 Verfahren zur Fahrwerkregelung eines Fahrzeugs sowie entsprechende Vorrichtung

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EP4419347A1 (fr) * 2021-10-18 2024-08-28 Jaguar Land Rover Limited Système de gestion préventive de charges de suspension

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DE4112004A1 (de) * 1991-04-12 1992-10-15 Bosch Gmbh Robert System zur fahrwerkregelung
DE3788853T2 (de) * 1986-06-05 1994-05-05 Magnus B Lizell Vorrichtung und verfahren zum absorbieren mechanischer stösse.
WO1997030858A2 (fr) * 1996-02-26 1997-08-28 Board Of Regents, The University Of Texas System Suspension a force constante, suspension a force quasi-constante, et algorithmes de regulation associes
DE102009027939A1 (de) * 2009-02-03 2010-08-05 Robert Bosch Gmbh Verfahren zur Fahrwerkregelung eines Kraftfahrzeugs, sowie Vorrichtung zur Durchführung

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