JPH06247126A - System for closed and/or open loop control of car chassis - Google Patents

Abstract

PURPOSE: To suppress movements of a vehicle body and to improve the riding comfort by forming controlling means of closed-loop control and/or open-loop control blocks and by providing changing means for activating and nonactivating the blocks. CONSTITUTION: Closed-loop control and/or open-loop control means are comprised of a launcer means 310, a control ECU 320, a vertical acceleration compensating device 330, a sky hook-ground hook control device 331, a stabilizer compensating device 332, horizontal acceleration compensating device 333, a stabilizer compensator 334, a damping adjusting device 335 and units 340-370. Two controller blocks are formed of the controlling means 330, 331, 332 and 340 and 333, 334 and 335 for controlling different characteristics for adjusting the state of car driving. A changing means is also provided for activating and nonactivating the closed-loop control and/or open-loop control blocks.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system for open-loop and / or closed-loop control of a motor vehicle chassis, in particular at least one actuator mounted as a suspension system between the vehicle body and at least one wheel, and Closed-loop control and / or open-loop control means are provided, by means of which means the actuators are supplied with signals in accordance with variables which represent and / or adjust the running state of the vehicle in order to exert forces between the vehicle body and the wheels. And a system for closed-loop and / or open-loop control of a vehicle chassis.

[0002]

BACKGROUND OF THE INVENTION Chassis design is of great importance in order to improve the driving comfort of passenger and / or commercial vehicles. Therefore, an efficient spring and / or damper system is needed as a component of the chassis.

In the passive chassis still in widespread use to date, springs and / or damper systems as suspension systems for the wheels have a hard tendency to be installed (sportive), depending on the respective expected vehicle use. ) Or a soft tendency (comfort). In this system it is not possible to adjust the chassis characteristics during driving.

On the other hand, in the case of an active chassis, an actuator is mounted between the vehicle body and wheels,
By the actuator, a force can be applied between the vehicle body and the wheels according to the traveling state during traveling operation. As a result, the suspension characteristic and the traveling characteristic of the vehicle as a whole can be adjusted by open loop control or closed loop control.

In order to design active chassis, for example, German patent application P391640.8 and German patent application P413327.7 (Japanese Patent Application No. 4-28).
No. 8158), a control concept is known, in which the chassis characteristics are improved by varying the controller parameters according to the prevailing driving conditions.

The design of hydraulic systems for chassis control systems is described, for example, in the paper "Ein Hochleis High Efficiency Concept for Active Chassis Control with Reduced Energy Demand."
tungskonzept zur aktiven Fahrwerkregelung mit redu
ziertem Energiebedarf ”Automotive Technology Newspaper (ATZ Autom
obiltechnische Zeitung) 94 (1992), 39th
Known from pages 2 to 404.

[0007]

From the above technical standpoint, the object of the present invention is to achieve the most important control objectives for an active chassis in a simple manner, that is to say The movement of the vehicle body caused by the driving operation and the unevenness of the road surface can be suppressed as small as possible, that is, the vehicle body can maintain its position as much as possible to make the ride comfortable, and it is possible to cope with dangerous driving situations. It is an object of the present invention to provide a new and improved system for closed and / or open loop control of a vehicle chassis.

[0008]

According to a first aspect of the present invention, at least one actuator is mounted as a suspension system between a vehicle body and at least one wheel, and closed loop control and / or Alternatively, open-loop control means are provided, and these means indicate the traveling state of the vehicle to the actuator in order to exert a force between the vehicle body and the wheels, and / or
Or a system for closed-loop and / or open-loop control of a motor vehicle chassis, which is supplied with a signal according to a variable to be adjusted, the closed-loop control and / or open-loop control means
Formed from at least two closed-loop control and / or open-loop control blocks for open-loop control and / or closed-loop control of different characteristics of the vehicle for adjusting the running state of the vehicle, closed loop controller and / or open loop A system for closed-loop and / or open-loop control of a vehicle chassis is provided which is provided with modification means for activating and deactivating the controller block.

[0009]

In the system according to the present invention for closed-loop control and / or open-loop control of a vehicle chassis, in which an actuator is mounted as a suspension system between the vehicle body and at least one wheel, the closed-loop control and / or open-loop control means are provided. A signal is provided to the actuator according to a variable that is provided and thereby represents and / or adjusts the condition of the vehicle to exert a force between the vehicle body and the wheels. The closed-loop control and / or open-loop control means in that case are formed from at least two open-loop control and / or closed-loop control blocks for open-loop control and / or closed-loop control of different vehicle characteristics that adjust the driving conditions of the vehicle. ing. Furthermore, a change means for activating (active) or deactivating (inactive) the open loop control and / or closed loop control block is provided. With the system according to the invention, the most important control objectives for the active chassis can be achieved in a simple manner.

In other words, the movement of the vehicle body, which is caused, for example, by driving operations and road surface irregularities, can be kept as small as possible, that is, the vehicle body can maintain its position as much as possible, which means to the occupants of the vehicle. Feels very pleasant. A vehicle of this kind with a more stable construction can also dominate in dangerous driving situations. Also, when the vehicle body is kept horizontal in this way, the entire spring displacement distance can be used to absorb unevenness of the road surface at any time during driving operation, thereby improving comfort and running safety. It

In the system of the present invention, the closed-loop control or open-loop control task is divided into a hierarchical structure so that different closed-loop control and / or open-loop control goals can be achieved using the closed-loop control and / or open-loop control blocks. Can act on the chassis.
To compensate for the longitudinal acceleration, in which case the body movement caused by the change in the longitudinal acceleration is antagonized.
And / or-a sky-hook-a ground-hook for closed-loop control, in which case body movements which are predominantly caused by road surface irregularities are antagonized, and / or-for a level closed-loop control, in which case the axle of the vehicle Selectable target level position is closed-loop controlled or open-loop controlled, for example according to load and / or road surface, and / or-to compensate for lateral acceleration, is then also provided by a change in lateral acceleration Various closed-loop control and / or open-loop control blocks can be provided for these purposes, in which antagonism is exerted on body movement.

These open-loop control and / or closed-loop control blocks can be connected or disconnected individually or in groups, or in use according to the running state of the vehicle detected by the sensor (eg steering, braking, acceleration, loading state), or It can be active) or inactive (inactive). That is, the closed-loop control block "Skyhook-Grandhook" is used extensively in order to hold the vehicle body in a straight line running with almost no acceleration (great comfort). For example, when a considerably small vehicle lateral motion is detected ( Steering movement, for example,
The closed-loop control block "lateral acceleration compensation" is used slightly, and the "skyhook-groundhook" closed-loop control blocks described above are each partially deactivated according to the magnitude of the lateral movement.

For example, the controller part for suppressing the pitching of the vehicle due to the longitudinal acceleration of the vehicle can be deactivated during straight running without acceleration. However, if a "braking" or "accelerating" driving situation is detected, this controller part must be activated again momentarily.

The system according to the invention thus has the advantage that the actuators can be driven optimally by variously weighting the individual sub-blocks for each driving situation. This is because the closed-loop control and / or open-loop control block is activated and deactivated within the full open-loop control and / or closed-loop control concept according to the variable that represents the driving state and / or regulates. . Thus, in this way, all closed-loop control and / or open-loop control parts can be activated or deactivated from the entire system, depending on the driving situation.

However, connecting and / or disconnecting the blocks results in a jump in force, due to the different closed-loop and / or open-loop control purposes of the individual open-loop control and / or closed-loop control blocks.
A particular advantage of the invention is that individual blocks can be deactivated and activated in successive or small steps, as comfort and / or driving safety can be impaired.

The desired value of the force to be exerted by the actuator is determined, preferably by an open loop control and / or closed loop control block.

Open loop control and / or open loop control forming a controlled variable inside the closed loop control and / or open loop control means for activating and deactivating the open loop control and / or closed loop control and And / or a control (closed loop) device can be provided. In that case this open loop control and / or
Alternatively, the control amount can take a continuous value or a discrete value. In the case of forming a discrete value, a means for processing the open loop control and / or the control amount is provided inside the changing means, and the open loop control and / or the control amount is processed by the means, and it is continuously processed. Can be set to a specific value. This means is preferably formed as a low pass filter.

Sensor means may be provided for detecting variables that represent and / or regulate the running condition of the vehicle, in which case the sensor means provide: -a relative movement between the vehicle body and the wheels, and / or Or-the vertical acceleration of the vehicle body, and / or-the longitudinal acceleration of the vehicle, and / or-the lateral acceleration of the vehicle, and / or-the steering angle, and / or-the longitudinal velocity of the vehicle, and / or-the pressure medium in the actuator Pressure is detected directly or indirectly.

Particularly preferably, in addition to the actuators already mentioned, for safety reasons, a stabilizer is incorporated in the suspension system, that is to say it cannot be changed during driving. This has the advantage that the unrestricted function of the passive chassis can still be exercised if the hydraulic system or the control device fails. However, this stabilizer can cause severe rolling of the vehicle body, depending on the road surface. There, a special open-loop control and / or closed-loop control block counteracts the body movement caused by the road surface irregularities by the passive stabilizer for stabilizer compensation. This stabilizer compensation largely eliminates the skyhook-groundhook closed loop control described above,
And when the vehicle's passive stabilizer is provided.

In a preferred embodiment of the system of the invention, the actuator has two working chambers separated from each other by a piston, wherein at least one of the two working chambers exerts a force between the vehicle body and the wheels. A pressure medium can be supplied for this. Furthermore, the piston has at least one passage opening for passing the pressure medium,
Through it, the pressure medium reaches from the first working chamber to the second working chamber. This has the advantage that sufficient passive damping can be adjusted. In particular, this passage opening is designed to be adjustable, which has the advantage that the passive damping can be adjusted. Passive damping is especially
In the case of this type of partially active chassis, which is mainly aimed at adjusting the body movement, since the bandwidth is limited, it is not possible to sufficiently actively adjust the inherent movement of the wheel having a relatively high frequency. Needed. This passive damping can preferably be adjusted more in dangerous situations than in normal situations.

That is, based on the variable that represents and / or adjusts the running condition of the vehicle detected by the sensor,
An open loop control and / or control amount is formed that adjusts the passage opening in the actuator piston.

Particularly preferably in that case, determining the open-loop control and / or the control variable for adjusting the passage opening in the actuator piston is dependent on the detected steering angular velocity and / or between the detected vehicle body and wheel. Relative movement of the vehicle body and the detected vehicle body acceleration. In other words, very dynamic or dangerous driving conditions (e.g. evacuation maneuvers, passing the top of the road, etc.) can be detected, after which greater passive damping can be adjusted.

Other preferred embodiments of the inventive system are apparent from the dependent claims and the embodiments described below.

[0024]

EXAMPLES Examples of the system of the present invention will be described below with reference to FIGS.

In this embodiment, first, an overview of hydraulic elements of the chassis control system to be described in this embodiment will be described with reference to FIG. The important hydraulic elements are:

An adjustable pump 11 driven by the motor M of the vehicle-one or more supply pressure accumulators 12-a spring accumulator 13 for each wheel unit, which can also be designed as a multi-volume accumulator, -on one side Actuator 14 per wheel unit with pressure sleeve and damping valve which can be adjusted-preset and pressure controlled proportional valve 15 with hydraulic or electrical pressure recirculation-per wheel unit Multi-function shut-off valve 16 preset via supply pressure-Oil tank 17 for pressure fluid-Filter 18 for oil cleaning-Pressure pipe, return pipe and control pipe

There are generally four actuators 1 in FIG.
Two actuators out of four are shown, each actuator being incorporated between the vehicle body and the wheel unit. The actuator 14 comprises a cylinder, in which case an actuator piston is slidably supported inside the cylinder. The actuator piston is fixed to a piston rod protruding from the cylinder on one end surface of the cylinder. The other end face or the piston rod is connected to the vehicle body or the wheel unit, respectively.

Pump 1 driven by vehicle motor M
1 sucks a pressure medium, for example a liquid, from an oil tank 17 and pumps it into a central supply pipe. A filter 18 is provided to purify the hydraulic liquid. The central supply pipe is connected to the supply pressure accumulator 12 through the check valve.
Connected with. Hydraulic fluid can be supplied to a preset, pressure-controlled proportional valve 15 with hydraulic or electrical pressure recirculation via another check valve. The spring accumulator 13 is connected to the working chamber of each actuator 14 via a pipe. The working chamber is arranged in the actuator cylinder on the side of the actuator piston opposite the piston rod. A pressure chamber is formed on the other side of the actuator piston, and this pressure chamber is connected to the working chamber via a passage. Since the control throttle is provided in the extension of the passage, by driving the control throttle, the passage between the working chamber and the pressure chamber can be opened largely or slightly.

Therefore, by applying a voltage to the control throttle, it is possible to adjust the passage characteristic of the actuator 14 or the damping valve and the damping characteristic of each actuator accordingly. The proportional valve 15 allows the pressure in each spring accumulator 13 to be adjusted individually and the position of the multi-function shutoff valve 16 to be adjusted.

Various embodiments of the actuator 14 and the spring accumulator 13 are shown in FIGS. 2, 3 and 4.

In FIG. 2, as in FIG. 1, there is shown a device called a separation cylinder device by means of a separation piston which divides the work cylinder into two work chambers. The passage opening provided in the separating piston can also be selected for fixed adjustment, or, as mentioned above,
It can also be made adjustable. In that case, the pressure medium can be directly supplied to the working chamber on the side opposite to the piston rod, and the pressure medium can be supplied to the working chamber with the piston rod via the passage opening.

FIG. 3 shows a plunger cylinder device. By supplying or discharging the pressure medium by means of the control valve 15, the desired pressure p in the working cylinder and thus the desired actuator force F = p * Aks can be adjusted, in which case Aks determines the piston rod area. Shows. In this device, the passive damping is defined by the passage opening to the accumulator 13.
Here too, the passage openings can be designed either fixed or adjustable. Therefore, as the above-mentioned separation cylinder device, the working cylinder is the first working chamber to which the pressure medium can be directly supplied, and the accumulator 13 connected to the first working chamber through the passage opening forms the second working chamber. However, the pressure medium can be indirectly supplied to the first working chamber via the passage opening.

In FIG. 4, the accumulator 1 is further added.
3 is formed as a multi-volume accumulator. By using this kind of multi-accumulator, the hydraulic output of the separating cylinder device, which is required especially during traveling operation, can be significantly reduced.

The sensor shown in FIG. 5 provides data on the actual running and movement states of the vehicle which indicate the basic position of the control action. In order to implement the control method described below, the following sensors are required in this embodiment.

-Spring displacement distance sensor 2 for each wheel unit
1: One that supplies a signal Zar proportional to the distance between the wheel and the vehicle body; -An acceleration sensor that measures statically 22.1: An acceleration sensor that is mounted near the center of gravity of the vehicle and that is lateral to the longitudinal axis of the vehicle. Measuring acceleration or outputting a signal aqs proportional thereto, -optionally statically measuring acceleration sensors 22.2 respectively: mounted in the area of the bumper in front of and behind the vehicle and transverse to the longitudinal axis of the vehicle That outputs signals aqv and aqh that are proportional to the acceleration in the direction, -statically measuring acceleration sensor 23: that is installed near the center of gravity and that outputs a signal al that is proportional to the acceleration in the longitudinal direction of the vehicle, -statically Acceleration sensor 24 for measurement: For example, mounted in the vicinity of three actuator bearings out of the above-mentioned four actuator bearings, and An output of a signal Za ″ proportional to acceleration, an angle measurement sensor 25: an output of a signal LW proportional to a steering wheel angle, a traveling speed sensor 26: an output of a signal V proportional to traveling speed, a sensor 27: Outputs a signal p proportional to the pressure in the spring accumulator 13 of each actuator in accordance with the pressure recirculation of the proportional valve 15 that is preset and pressure-controlled; -Sensor 28: Pressure in the supply pressure accumulator 12 Which outputs a signal pv proportional to

The specific structure of the individual sensors has only a secondary meaning with respect to the control concept to be described. In the following description of the embodiment, the desired information, that is, the spring displacement distance Zar, the vehicle lateral acceleration aqs at the center of gravity, the front and rear vehicle lateral accelerations aqv and aqh, the vertical acceleration Za ″ of the vehicle body, and the vehicle vertical acceleration al at the center of gravity are described. , The steering angle LW, the vehicle speed V and the pressure p in the spring accumulator, which information is obtained by appropriate adaptation from the signals of the sensors mentioned above.

The vehicle itself is passive for safety reasons.
A stabilizer must be provided. The hydraulic system can be designed such that within the actuator the target pressure is converted into an actual pressure with a limited bandwidth of about 5 Hz. In addition, the actuator has at least 2
It is necessary to provide a slow damping adjustment of the stage (T _Schalt approximately 50 ms).

Next, the control algorithm of the system according to the present invention will be described with reference to FIGS.

FIG. 6 shows an overview of the entire control concept for the partial active chassis control of this embodiment. The switch and / or sensor means 310 is provided with the sensor, AD converter and / or amplifier described above. The other blocks shown in FIG. 6 are preferably implemented as software elements, for example implemented as a program in the microprocessor of the controller. The hardware unit 310 provides the software elements with measurement signals in a form understandable to the processor. Control and control device E
The CU 320 provides all measurement and switch signals from the hardware unit 310. The control and control unit ECU 320 controls the system state (running state-driver-
Environment) and, depending on the case, activate or deactivate controller components (eg lateral acceleration compensation 3
33 or stabilizer compensation 332) and making the controller component faster (e.g. level controller 332) or determining the damping adjustment 335.

The controller 320 uses the partially redundant information (for example, the vehicle longitudinal acceleration is directly measured, or evaluated by the vehicle longitudinal velocity V, or the vehicle lateral acceleration a).
q can be measured directly or can be estimated from the steering angle LW and the vehicle longitudinal speed V) monitoring the adequacy of the sensor signal, possibly adjusting the controller component, or in extreme cases closing the safety valve Must. The hydraulic system is designed so that the vehicle behaves like a vehicle with a conventional passive suspension system when the safety valve is closed. Controls and control quantities are coupled to each other via minimum and maximum functions and fed to the controller component.

The original closed loop control or open loop control components 330, 331, 332, 333, 334 and 33.
5 is preferably a software module for determining the target force of the actuator 14 using signals and control functions. The controller software calculates target forces Fvls, Fvrs, Fhrs, Fhls for each actuator, which are converted to proportional valve actuation. The conversion is performed by using a characteristic curve or by a pressure control circuit cascade-connected to the lower side.

In the following description, indexes i and / or j are partially provided in the above variables. In that case, the index i is the front axle (i = v) or rear axle (i = h) of each variable.
To the right half of the vehicle (j =
r) to the left half of the vehicle (j = 1). That is, for example, the target force used to adjust the front left actuator by using the above-described target force Fvls. Therefore, the target force is described as Fijs as a whole. In the following, the individual controller components used to generate the desired forces Fijs according to the driving conditions of the vehicle, the driver and / or the environment will be explained.

A longitudinal acceleration compensation 330 is shown in FIG. In order to obtain the smallest possible body movement during braking and acceleration, the longitudinal acceleration compensation 330 produces a first pitch moment Mb _LBK and a first bounce force Fz _LBK, which _counteract the dive movement of the vehicle. . The device 330 then has in particular the dynamic characteristic of the DTα transfer element, ie the differential characteristic with delay. The longitudinal acceleration compensation is activated and deactivated via the first control _variable S _LBK . However, this function of activation and deactivation is only identified by controller 320.

First, as the input amount of the vertical acceleration compensation 330,
A measured quantity al representing the longitudinal acceleration of the vehicle and a first open-loop control quantity S _LBK are applied. On the output side of the longitudinal acceleration compensation 330, a quasi-modal vehicle body force Fz _LBK (first
Bounce force) and Mb _LBK (first pitch moment)
Can be seen. In order to form this first quasi-modal vehicle body force Fz _LBK and Mb _LBK , a signal a representing the vehicle longitudinal acceleration is _generated.
1 is processed by the filter devices 41 and 42. The filter devices 41 and 42 are PDTα elements (proportional with delay,
It is formed as a differential characteristic). Variables Fz and Mb representing the bounding force and the pitch moment based on the detected vehicle vertical acceleration are output to the output sides of the filter devices 41 and 42. The variables Fz and Mb are weighted by the devices 43 and 44.
In accordance with the first open loop control amount S _LBK . Thereby, the contribution amount of the vertical acceleration component to the target force formation can be controlled. That is, for example, in the case of a pure acceleration or braking operation of the vehicle, it is considered that the ratio of the acceleration component in the formation of the target force is considered particularly strongly.

A skyhook-groundhook control 331 is shown in FIG. This control branch 331 is optional and does not necessarily have to be used in each vehicle to be installed. In the skyhook-groundhook control, vehicle body acceleration signals Za1 ", Za2" and Za
From 3 "and the spring displacement distance signal Zarij, the forces or moments which insulate the vehicle body against the ground as well as possible are determined. The front and rear axles instead of bouncing and pitching as quasi-modal movements respectively according to the vehicle geometry. Bouncing is used, but this change applies only to the transformation matrix and force determining device 340 in blocks 530 and 540 which computes quasi-modal motions. Acceleration signal Zal ",
From Za2 "and Za3" to vehicle body speeds Za1v ', Za
This is signal processing for obtaining 2v ′ and Za3v ′. In order to remove possible offsets before integrating the acceleration, a difference between the two low-pass filtered signals (low-pass 5201, 5202) is used before integration with respect to the vehicle speed, as shown in FIG. . In that case, lowpass 5201 and 5202 have different fundamental frequencies. For the overall system characteristics, this kind of signal processing seems to be more effective than high pass for offset removal.

Units 511, 512, 513, 514
And 530, the control deviation (Zarij-Za) from the spring displacement distance Zarij or between the spring displacement distance Zarij and the corresponding target level position Zaris of the axle.
ris) in view of the adjusted level position in a known manner, eg bounce, pitch and roll speed (Z
Submodal body movements such as g ′, betag ′, and alphag ′) are required. This movement can be indicated, for example, as bouncing and vertical movement in the front and rear body regions. More about that,
German Patent Application P4217325.6 (Japanese Patent Application No. 5-12)
3533). Similarly unit 540
In, a quasi-modal vehicle motion is calculated from the vehicle acceleration sensor data. For that, German patent application P
411789.1 can be referred to. A level controller 332 is shown in FIG. 10 to slowly compensate for vehicle load changes. For this purpose, in the first step, a control deviation is formed in the units 601, 602, 603 and 604 from the spring displacement distance Zarij and the corresponding target level position Zaris of the axle. This control deviation (Zarij-Zaris) is multiplied by the level control variable SNIV in another step. The control deviation weighted in this way is filtered by the filter 61.
Low pass filtering is performed at 1, 612, 613 and 614 to form a variable eij. From this variable, in unit 620, quasi-modal control deviations ez, e
alpha and ebeta are formed.

This is done by the following combination equation: ez = 1/4 * (evl + evr + ehl + ehr) ealpha = 1/2 * [(evl-evr) / Swv + (ehl-ehr) / Swh ] ebeta = [(evl + evr)-(ehl-ehr)] / d In that case, Swh and Swv indicate the back and front wheel distance, d
Indicates the wheel spacing.

These variables correspond to the control deviation ez for bouncing, the control deviation ea for rolling and the control deviation dbeta for pitching when the target level position of the axle is predetermined. These quasi-modal control deviations can cause slow PID in the next step.
T ₁ element (proportional with delay, integral and differential transfer characteristics) because it is supplied to the 631 and 633, the output side of the unit 631, 632 and 633 force or moment Fz _NIV (bound force), Ma _NIV ( Roll torque) and Mb _NIV (pitch moment) are output. The control amount S _NIV can be selected according to the vehicle speed, for example. The forces or moments Fz _NIV , Ma _NIV and Mv _NIV thus determined and the offset force FijOFF (see the description of the offset force determining unit 350) described later statically balance the vehicle.
Skyhook-groundhook control 33 already described
For control concepts without 1, the level controller 3
32 forms the body spring. That is, for example, when the load of the vehicle is applied or removed, the spring strength (force proportional to the above-mentioned control deviation) can be increased according to the traveling speed in order to perform the level correction more promptly. For this reason, the control deviation can be increased or decreased according to the vehicle speed via the coefficient S _NIV as described above. If S _NIV > 1, the level controller becomes faster and S
_{If NIV} > 1, it will be slow.

Various modifications of the lateral acceleration compensation 333 are shown in FIGS. The lateral acceleration compensation 333 avoids rolling caused by driving maneuvers (curving) and / or crosswinds. A roll moment proportional to lateral acceleration is created to reduce rolling. According to the roll moment distribution, the roll moment is distributed to the front axle and the rear axle. Usually the roll moment distribution is a constant amount that is not changed.
It affects the self-steering characteristics of the vehicle.

As is apparent from FIG. 11, in the first modification, the lateral acceleration compensation 333 is supplied with the signal aqs representing the lateral acceleration at the center of gravity of the vehicle. This signal aqs is supplied to a filter device 7011, which is formed as a PDT _alpha element and outputs at its output a signal Ma representing the roll moment caused by the lateral acceleration. This signal Ma is supplied first to the unit 7012 and then to the unit 7013. Roll moment M in unit 7012
a is multiplied by the variable R: (1 + R) and the unit 7013
Is multiplied by the variable 1: (1 + R). Therefore, the variable R is supplied to the lateral acceleration compensation 333. This variable R is the quotient of the front roll moment and the rear roll moment.

R = Mav Mah = front roll moment: rear roll moment In that case Mav + Mah = Ma.

Therefore, signals indicating the front roll moment (Mav) and the rear roll moment (Mah) are output to the output sides of the units 7012 and 7013. This signal is fed to the other units 7014 and 7015,
Then, it is multiplied by the variable 1: Swv (unit 7014) or the variable 1: Swh (unit 7015). The supplementary amounts Swh and Swv are wheel distances of the vehicle behind or in front. The variables F ′ _QBK v and F ′ _QBK h _{thus obtained} are multiplied by the control amount S _QBK in the unit 7016. Therefore, on the output side of the lateral acceleration compensation 333, signals or target forces Fij _QBK for the four actuators obtained from the lateral acceleration are output.

F _QBK v = _F'QBK v * S _QBK = Fvl _QBK = -Fvr _QBK F _QBK h = _F'QBK h * S _QBK = Fhl _QBK = -Fhr _QBK

However, the simplest variant of lateral acceleration compensation 333 described above does not always work satisfactorily in all cases. Especially in the case of highly dynamic driving operation, improvement is desirable.

This will be explained by using, for example, that the lateral acceleration measurement at the center of gravity does not detect yawing.
Furthermore, the output signal of the acceleration sensor is generally extremely noisy. This is because there is a large noise background (engine vibration). For example, the lateral acceleration that occurs in the vehicle area ahead when turning a curve is extremely large, so if at least one acceleration sensor is provided in the vehicle area ahead, an appreciable acceleration signal should be reached very early. Is.

In order to improve this situation, in the second embodiment of the lateral acceleration compensation 333 shown in FIG. 13, processing of two acceleration sensor signals is proposed. To that end, FIG. 12 shows two axles with four wheels 7111 of the vehicle. The position of the center of gravity is indicated by S. First
The lateral acceleration aq measured in the modified example acts on the center of gravity, and the lateral acceleration used in the second modified example is measured in the front vehicle area aqv and the rear vehicle area aqh. This 2
The two acceleration signals aqv and aqh are supplied to filter devices 7210 and 7211 formed as PDTalpha elements. Signals Av and Ah representing the roll moment (Av) at the front axle and the roll moment (Ah) at the rear axle are output to the output sides of the filter devices 7210 and 7211. The filter device 7220 is supplied with the roll moment distribution R already described. Filter 722
The transfer characteristic of 0 is described as follows.

In the first step, the index x of the roll moments Av and Ah having the smallest contribution value is determined. Ax = min (| Av |, | Ah |), x = [v, h]

In the next step the unit 7220
Output signals Mav and Mah are formed as follows in accordance with the roll moment distribution R and the most dislocation roll moment Ax determined in the first step.

Mv = [R / (1 + R)] * Aa = Mav Mh = [1 / (1 + R)] * Aa = Mah Here, when x = v, Mv = Mv + (Ah-Av ) * lv / l And when x = h, Mh = Mh + (Ah-Av) * lh / l.

At the output side of the unit 7220, a signal Ma representing the front roll moment and the rear roll moment is provided.
v and Mah are output. These signals are
30 and 7231, as described above, multiplied by the front or rear running distance Swi to obtain the unit 7240.
And 7241 are multiplied by the control amount S _QBK ,
Output signals F _QBK v and F _QBK h are _generated which represent the desired forces F _{ij QBK} for the four actuators resulting from the lateral acceleration.

F _QBK v = _F'QBK v * S _QBK = Fvl _QBK = -Fvr _QBK F _QBK h = _F'QBK h * S _QBK = Fhl _QBK = -Fhr _QBK

In order to be able to utilize more information by the two acceleration sensors, a constant roll moment distribution R has to be shown for different front and rear accelerations. What seems to be effective is to support the roll moment resulting from the front and rear acceleration difference on an axis with a significantly smaller acceleration. Another method is to support the roll moment resulting from the acceleration difference on an unsteered axle.

For example, when turning a curve (the aq value in the front vehicle region is large), it is effective to support the vehicle body by the rear axle, while the wheel load (wheel contact force) is applied to the front wheels. An even distribution is attempted.
The reason is that the wheel side guides are related to ground contact forces, but this relationship is not linear. That is, the side guides brought to the two wheels of the front axle are greatest when the ground contact forces at the two wheels are evenly distributed.

The problem in this second variant of acceleration compensation is also due to the fact that it is pure open-loop control, ie there is no feedback as to whether the adjusted roll moment is the correct variable. Be brought.

Furthermore, it is necessary to take measures so that the vehicle does not become uncomfortable due to the unevenness of the road surface during the traveling operation. However, in that case, the mass of the vehicle body should be changed when the addition or removal of the load becomes large to prevent the disadvantage that the roll angle becomes larger. This deficiency is eliminated by the algorithm shown in FIGS. 16, 17 and 18, or by the method shown in FIGS. 14 and 15. The idea underlying the algorithm is based on the fact that very slow rolling is only brought about by driving maneuver changes. In that case, a correction coefficient is calculated | required based on the relative roll angle of a very low frequency. Lateral acceleration compensation expanded by the algorithm shown in FIG. 8 is shown in FIGS. Most of the names and functional methods of the block circuit diagrams shown are clear from the description of FIGS. 11 and 13. In addition to the functional methods shown in FIGS. 11 and 13, examples of self-adaptive lateral acceleration compensation (in FIGS. 15 and 14, spring displacement Zarij and lateral acceleration at the center of gravity or measured front / rear lateral accelerations aqv and a) are shown.
qh is supplied to units 7020 (FIG. 14) and 7212 (FIG. 15). The lateral acceleration (aqs or aqv or aqh) in which the variable K _QBK is formed and measured in the unit 7020 by the method shown in FIGS.
_Are weighted by the variable K _QBK in units 7021 to 7213 and 7214.

Therefore, in step 810, 2
The lateral acceleration aqs at the center of gravity is obtained when two acceleration sensors are arranged in the front and rear vehicle regions. In steps 811 and 812, the relative roll angle dv before and after the spring displacement motion Zarij
And dh are required. These signals aqs, dv and dh are then low pass filtered in unit 813, preferably by a second order low pass with a limiting frequency of about 0.3 Hz. Low-pass filtered front and back relative roll angles db 'and d
The sign of h'is detected in step 814. Only if the front and rear relative roll angles dv and dh have the same sign (dv '* dh'> 0) is it assumed that rolling of the entire vehicle body is actually present, then step 81.
In 6, the correction value dcor is obtained. 16 to 1
In 8 there are three examples of dcor calculation. The choice under each of these possibilities is made according to the vehicle. Lateral acceleration aq at the center of gravity obtained in step 810 and low-pass filtered in step 813
s'is compared in step 815 with the threshold aq _limit for its magnitude. If this lateral acceleration aqs ′ is lower than this threshold value, the correction value dcor is made equal to zero in step 817, and then step 819.
In, the standard value obtained from the control or control value S _QBK and the function G _PI is used as the lateral acceleration correction value K _QBK , in which case the function G _PI has the transfer characteristics (proportional and integral characteristics) of the PI element. A constant value is obtained in step 819 for a particularly small center of gravity acceleration. If a larger acceleration is present (as determined by step 815), then the lateral acceleration correction value K _QBK is determined in step 820 using the correction value determined in step 816, in which case the unit representing step 820 has already been determined. It has the described PI transfer characteristic (transfer function G _PI (s), where s is a Laplace variable).

The controller module, Stabilizer Compensation (FIG. 19), is required in the controller concept variant without the Skyhook and Groundhook controls described above. For safety reasons, it may be important to equip the vehicle with a conventional stabilizer in order to still be able to use the unrestricted functions of the passive chassis in the event of a hydraulic system or controller failure. However, in the case of a control concept without skyhooks, the stabilizers may each result in a strong rolling of the vehicle body according to the road surface. This effect can be reduced by generating the actuator force so as to antagonize the stabilizer force. Depending on the lateral acceleration or the vehicle speed, this module stabilizer compensation can be activated or deactivated via the control force SSK.

The detailed structure of the stabilizer compensation 334 is apparent from FIG. The units 901 and 902 are further supplied with a spring displacement signal Zarij and the difference between the front and rear spring displacement distance signals is divided by the corresponding front and rear wheel distances. In units 911 and 912, these signals are weighted by the control variable SSK to form the variables ev and eh. PDT _alpha elements 921 and 9
22 are used to form the variables F _SK v and F _SK h.

The damping adjustment in the actuator (FIG. 20) allows for sufficient safety of the vehicle. The running state is determined based on the sensor signal and the switching signal, and the damping adjustment is performed in some cases by a logical process according to the running state. Particularly in the case of a highly dynamic traveling operation, switching to a larger damping is performed according to the steering angle and the vehicle speed, whereby the dynamic characteristic loss of the hydraulic system can be mitigated. Similarly, a problematic running state is a situation in which the damper piston abuts the pull stopper due to the limited spring displacement distance. This is because the wheels have no road contact in this situation. This situation is detected using the spring displacement distance signal Zarij or, in the case of a statically measuring sensor, the vehicle body acceleration Zan ″ being zero.
A large cushion must be obtained in order to avoid a critical driving situation when the wheels hit the ground. A large cushion "calms down" the car body and wheels. Wheel jump detection can be used to quickly restore road surface contact after an individual obstacle (wheel lift). Similarly, road surface detection that adjusts the average buffer on very bad roads may also be effective.

As is apparent from FIG. 20, the damping adjustment 33
5, the time t, the attenuation amount Sds as a control amount, and the hold time th are supplied to 5. In step 1010, the attenuation amount Sds is compared with the actual attenuation amount Sdi at that time. If the damping target amount Sds and the current actual damping amount Sdi match, steps 1080 or 1090
At, the damping target voltage Ud is selected as the output quantity so that the current damping is maintained. When it is detected in step 1010 that the target damping amount Sds and the current actual damping amount Sdi do not match, it is checked in step 1020 whether the target damping amount Sds is larger than the actual damping amount Sdi. If this condition is fulfilled, the damping target quantity at the switching time tu (detected in step 1050) is adjusted in steps 1070 and 1090 by the formation of the damping target voltage Ud. If the damping target amount Sds is smaller than the actual damping amount Sdi, in step 1030 the actual time t and the switching time t
It is checked whether the difference between u is shorter than the hold time th. If this condition is met, step 1
The actual damping amount Sdi is maintained by 060 to 1090. When the condition described in step 1030 is not satisfied, steps 1040 or 1090
The damping control is operated in such a way that the damping target quantity Sds is obtained.

The vertical compensation 330, the ground hook-sky hook control 331, and the level control 332 have the target amount Fz of the vehicle bounding force, the target value Mb of the pitch moment, and the target value Ma of the roll moment, respectively, as output amounts. As is apparent from FIG. 6, the corresponding control amounts of the bounce force, the pitch, and the roll moment are additively superimposed and supplied to the unit 340. In unit 340, the bound force, pitch and roll moment thus formed are converted into target forces for the four actuators. For details of the transfer characteristics of unit 340, see German patent application P42173.
25.6 (Japanese Patent Application No. 5-123533) describes it as a "force distribution matrix".

As can be seen from FIG. 6, the actuator target forces of the lateral acceleration compensation 333 and the stabilizer compensation 334 are superimposed on the signal FijK corresponding to the actuator target force output to the output side of the unit 340. Further, the offset force FijOFF can be additionally superimposed on the actuator target force by the unit 350.

By superimposing all target forces for each actuator, the actuator target forces Fijs applied to the means 360 are obtained. The features of the actuator, in particular the proportional valve 15 (FIG. 1), which is then controlled by means 360 are shown.

Two different embodiments of driving the valve 15 are shown in FIG.
1 and FIG. 22.

In FIG. 21, with pressure recirculation,
The actuation of a valve without a pressure sensor is shown. Therefore, the actuator target force Fijs is supplied to the unit 360 (FIG. 6). In the first step 1100, the quotient of the actuator target force FIjs and the piston rod area Aks is formed. In that case, the piston rod area is the area of the piston of the actuator 14 shown in FIG. The quotient Ps formed as described above is the unit 1
At 101, the variable Uv ′ is formed by being multiplied by the proportionality coefficient Pv. This variable Uv ′ is weighted by the control coefficient Sv in the unit 1102. The control coefficient Sv is in the value range 0 and 1 and can reduce the valve drive voltage Uv according to the system pressure. As the absolute value of the valve drive voltage Uv decreases, the vehicle suspension system operates more passively.

In FIG. 22, driving of a proportional valve having a pressure sensor and a pressure controller is shown. Again, as described above, the actuator target force Fijs is supplied to the unit 1100 and the quotient Ps is formed. In another step, the variable Ps is processed by the unit 1103 into the variable Ps _REF . Unit 1103 is formed as a PT1 element and represents the reference module of the proportional valve to be actuated. At point 1106, the difference between the signal Ps _REF and the signal Pi thus obtained is formed. This difference de
ltaP is supplied to the pressure controller 1104, whose output signal Uv ′ is further processed in the unit 1105 by the control factor Sv to obtain the drive signal Uv. Here too, the control coefficient Sv is in the range of 0 to 1 and reduces the valve drive voltage Uv according to the system pressure.

Next, activation and deactivation of the controller component will be described with reference to FIG. In order to prevent the jump of the force of the controller component that outputs the actuator target force or target torque to the output side, activation or deactivation can be performed only when the force is small. Ideally, the activation or deactivation of the force-generating controller component takes place only if the actuator target force at that time is zero. In order to be able to activate or deactivate at any force, as shown in FIG. 23, the discrete control flag S _Flag with states 0 and 1 has a problematic damping and a limit of less than 1 Hz. Low pass 121 with frequency
Used as the input signal of. When the state changes, the lowpass 121 output provides a slow, continuous transition from one state to the other. The low-pass output signal S _kont is transmitted via the multiplication element 122 to the respective actuator target force or target torque FIjs or M.
It is additively combined with s. In this way, the control component that generates the grip force FIjs can be activated or deactivated continuously at low speed.

Next, a functioning method of the control or control unit ECU will be described with reference to FIGS. 24 and 25. The ECU uses the sensor signal Z of the sensor means 310 already described as an input signal.
arj, aqs or aqv and agh, al, Za
n ″, LW, V, P and pv. These signals are supplied to controller 1310 and controller 1320. Controller 1310 implements a closed loop control system according to the “driver-vehicle-environment” system. Open loop control. Controller 1320 provides open loop control of the system according to the "sensor technology-hydraulic system" system state.

[0079] Control unit 1310 controls the amount S _'SK, S' on the output side of the _{QBK, S 'LQBK, S'} V, S 'NIV and Sds' are output. On the output side of the controller 1320, the control quantities K _SK , K _QWK , K _QBK , K _LQBK , K _V ,
K _NIV and Kds and K _{LB K} , Kgr and K _SKY are output. The control amount S _KS for stabilizer compensation, the control signal S _QBK for lateral acceleration compensation or the control amount Sv for valve drive and the control amount S _NIV for level control are means 1331, 1332, 1
In 333 and 1334, the smaller control amounts of the control amount by control device 1310 and the control amount by control device 1320 are obtained as follows, that is, to be used as the output control amount of ECU 320. In order to form the control amount of the damping adjustment Sds, the larger of the two control amounts of the control device 1310 and the control device 1320 is formed by the means 1335.

Control amount S for longitudinal acceleration compensation
The control amount S _GR or S _SKY for controlling the _LBK and the ground hook or the sky hook is the direct controller 132.
Formed by zeros. In addition, the controller 1320 also forms the signal U _Safe used to drive the safety valve in the actuator system. This safety-oriented drive can, for example, allow the entire chassis control to be transferred to a more reliable, preferably passive state, in case of error.

Next, the formation of the control amount in the ECU 320 will be described in detail.

In FIG. 25, formation of the control amount S _SK is shown. Therefore, the input side of the control device 1310 has a signal aqs representing the lateral acceleration at the center of gravity of the vehicle.
Is applied. As already explained, the lateral acceleration at the center of gravity can be directly measured, or as shown in the description of FIGS. 11 to 15, it can be obtained from the measured front and rear lateral acceleration or aqv and aqh. . In the first step 141, the absolute value of lateral acceleration | aqs |
Is greater than the limit value a _limit or the absolute value of the vehicle longitudinal speed | V | is smaller than the limit value V _limit . If none of the above conditions are met, stabilizer compensation is turned on by setting signal S _F = 1 in step 142. If at least one of the above two conditions is met, the stabilizer compensation is turned off by setting the signal S _F = 0 (step 143). Unit 144 represents the aforementioned activation or deactivation of stabilizer compensation without force jumps.

26 and 27, the level controller 3
The formation of 32 control _variables S _NIV has been described.
The control amount S _NIV 'is a function of the absolute value of the vehicle longitudinal speed (step 1501). The functional dependency is shown in FIG.

That is, for example, the vehicle level can be adjusted in one step, two steps, or multiple steps according to the vehicle longitudinal speed. In particular, when the speed is higher, the vehicle level can be selected lower than when the speed is low.

FIG. 28 shows formation of the control amount S _QBK 'or S _LBK ' for lateral acceleration compensation. For that purpose, in a first step 1511 the vehicle longitudinal speed V is compared with a threshold value V _limit . If the absolute value of the vehicle longitudinal speed is smaller than the above-mentioned threshold value, in another step 1513 the signal S _F = 0 is set, which turns off the lateral acceleration compensation. If the vehicle speed is greater (V is greater than the above threshold), then in step 1512 signal S _F is set, thereby turning on lateral acceleration compensation. The activation or deactivation of the lateral acceleration compensation described above is operated in step 1514.

Control amount S for damping adjustment 335
The formation of ds' is illustrated using FIG. Here, the signal LW representing the steering angle is supplied to the differentiator 161 (DT _alpha element). The steering angular velocity LW ′ thus formed is adjusted to the limit value LW in step 162.
Compared with _limit . When the absolute value of the steering angular velocity is larger than the above-mentioned limit value, the control amount Sds for performing the damping adjustment is adjusted to the value "hard" in step 164, and at the same time the control amount th (hold time) is set.
Is set to a predetermined value t _LW '. Therefore, when the steering angular velocity is high (high dynamic running state), the damping is set to hard for safety reasons.

When it is detected in step 162 that the absolute value of the steering angular velocity is smaller than the above limit value, the determination described in step 163 is executed. In that case, it is checked whether one or more of the measured vehicle vertical acceleration Zan "lies within two limit values, in which case the limit values are the spring displacement distance acceleration Zarij" and the gravitational acceleration. formed from g. Furthermore, the spring displacement distance signal Zarij is compared with a threshold value Zar _limit .

If the vertical acceleration of the vehicle body is within the above-mentioned limits and / or if the spring displacement distance is greater than the above-mentioned threshold value, then the control quantity Sds = soft is selected, which leads to a soft damping direction. Attenuation adjustment is performed. If the two conditions of step 163 are not met, the damping is adjusted in the hard direction by selecting the control amount Sds = hard and the hold time th is set equal to the predetermined value t _K. In step 163, two cases are distinguished. By first determining the vertical acceleration of the vehicle body, it is detected whether the vehicle is traveling on the top. In that case, it is desirable to operate the damping adjustment in a hard direction and at the same time set the hold time of the damping adjustment to a predetermined value t _K. In another determination of step 163, it is detected whether the actuator is located near the stopper.

It should be noted that, with regard to the adjustable damping as a whole, the possibility of high dynamic behavior is provided in the partial active chassis system described here. Since partial active systems of this kind usually have a bandwidth in the region of the vehicle body movement frequency (about 1 Hz), the adjustable passive damping provides the possibility of adjustment in the frequency range of the wheel natural frequency (about 10 Hz).

In another embodiment, the damping adjustment can be activated in accordance with road surface detection or wheel jump detection when the steering angular velocity is low.

30 to 32 show the formation of the control amount SV 'for limiting the valve drive voltage. If the system is provided with a sensor that outputs a signal proportional to the supply pressure pV, the absolute value of the valve drive control voltage can be reduced via the control quantity Sv when the supply pressure is very small. A first method of calculating the control amount Sv is shown in FIGS. 30 and 31.
The control quantity Sv is then selected as a function of the supply voltage.

As shown in FIG. 32, the supply pressure pv is the first
172 is compared with the lower threshold value pu. When the supply pressure pv is smaller than the lower threshold value pu, the control amount Sv ′ is determined in step 174.
Is set equal to 0. If the supply pressure pv is greater than the lower threshold value, the supply pressure pv is compared with the upper threshold value po in another step 173. Therefore, when the value of the supply pressure pv is within the lower and upper threshold values, the control amount Sv ′ is selected as shown in step 176. If the supply pressure pv exceeds the upper threshold value, the control quantity Sv ′ is set equal to 1.

[0093]

As is apparent from the above description, according to the present invention, the most important control purpose for the active chassis can be easily achieved. That is, according to the present invention, the movement of the vehicle body caused by, for example, driving operation and road surface irregularities can be suppressed as small as possible, that is, the vehicle body maintains its position as much as possible to make the ride comfortable and further A new and improved system for closed-loop and / or open-loop control of a vehicle chassis is provided that is capable of handling a wide variety of driving situations.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing the most important hydraulic elements.

2 is an explanatory view showing a separation cylinder device usable in the device of FIG. 1. FIG.

3 is an explanatory view showing a plunger cylinder device usable in the device of FIG. 1. FIG.

FIG. 4 is an explanatory view showing an accumulator device that can be used in the device shown in FIG.

FIG. 5 is an explanatory view showing sensor positions for obtaining information necessary for the system of the present invention.

FIG. 6 is a schematic illustration showing a chassis control concept according to the present invention.

7 is an explanatory diagram showing a vertical acceleration compensating device of the control concept shown in FIG.

FIG. 8 is an explanatory view showing a skyhook-groundhook controller of the control concept shown in FIG.

9 is an explanatory diagram showing an offset removing device relating to a vehicle speed of the control concept shown in FIG.

10 is an explanatory view showing a level control device of the control concept shown in FIG.

11 is an explanatory diagram showing a lateral acceleration compensating device of the control concept shown in FIG. 6. FIG.

12 is an explanatory diagram showing a lateral acceleration compensating device of the control concept shown in FIG.

13 is an explanatory diagram showing a lateral acceleration compensating device of the control concept shown in FIG.

14 is an explanatory diagram showing a lateral acceleration compensating device of the control concept shown in FIG.

15 is an explanatory diagram showing a lateral acceleration compensating device of the control concept shown in FIG.

16 is an explanatory diagram showing a lateral acceleration compensation algorithm of the control concept shown in FIG.

17 is an explanatory diagram showing a lateral acceleration compensation algorithm of the control concept shown in FIG.

FIG. 18 is an explanatory diagram showing a lateral acceleration compensation algorithm of the control concept shown in FIG. 6.

FIG. 19 is an explanatory diagram showing a stabilizer compensation device of the control concept shown in FIG. 6.

20 is an explanatory diagram showing an attenuation adjusting device of the control concept shown in FIG. 6. FIG.

21 is an explanatory diagram showing a drive device for an actuator control valve of the control concept shown in FIG. 6. FIG.

22 is an explanatory diagram showing a drive device for an actuator control valve of the control concept shown in FIG. 6. FIG.

23 is an explanatory diagram showing an active / inactive switching device of the controller of the control concept shown in FIG. 6. FIG.

FIG. 24 is a control unit ECU of the control concept shown in FIG.
It is explanatory drawing which shows the function of.

FIG. 25 is a control unit ECU of the control concept shown in FIG.
It is explanatory drawing which shows the function of.

FIG. 26 is an explanatory diagram showing control amount formation for level control of the control concept shown in FIG. 6.

27 is an explanatory diagram showing control amount formation for level control of the control concept shown in FIG. 6. FIG.

28 is an explanatory diagram showing formation of a control amount for lateral acceleration compensation of the control concept shown in FIG.

29 is an explanatory diagram showing formation of a control amount for damping adjustment of the control concept shown in FIG. 6. FIG.

30 is an explanatory diagram showing control amount formation for valve drive voltage control of the control concept shown in FIG. 6. FIG.

31 is an explanatory diagram showing control amount formation for valve drive voltage control of the control concept shown in FIG. 6. FIG.

32 is an explanatory diagram showing control amount formation for valve drive voltage control of the control concept shown in FIG. 6. FIG.

[Explanation of symbols]

 11 Pump 12 Supply Pressure Accumulator 13 Spring Accumulator 14 Actuator 15 Proportional Valve 16 Multifunction Shutoff Valve 17 Oil Tank 18 Filter 310 Sensor Means 320 Control ECU 330 Vertical Acceleration Compensator 331 Skyhook-Grandhook Controller 332 Stabilizer Compensator 333 Lateral Acceleration Compensation device 335 Attenuation adjustment device

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Dieter Kunz Germany, 71254 Ditchingen, Schloss Strasse 36 (72) Inventor Klaus Landesfind Germany, 70734 Fellbach, August-Brendle-Strasse 42 (72) ) Inventor Reiner Karenbach, Federal Republic of Germany, 71336 Biblingen, Cook Bake 6

Claims (13)

[Claims] 1. At least one actuator (14) is mounted as a suspension system between a vehicle body and at least one wheel, and closed-loop control and / or open-loop control means (310, 320,).
330, 331, 332, 333, 334, 335, 3
40, 350, 360, 370) and by means of these means signals to the actuator (14) in order to exert a force between the vehicle body and the wheels according to a variable that represents and / or regulates the running state of the vehicle. A system for providing closed-loop and / or open-loop control of a motor vehicle chassis, the closed-loop control and / or open-loop control means comprising:
At least two closed-loop control and / or open-loop control blocks (330, 331, 332, 340, 333, 33) for open-loop control and / or closed-loop control of different characteristics of the vehicle for adjusting the driving state of the vehicle.
4, 335), and-altering means (530, 540, 601, 602, 603, for activating and deactivating closed-loop and / or open-loop controller blocks.
604, 7016, 7240, 7241, 911, 91
2, 1102, 1105, 121, 122) for providing closed-loop and / or open-loop control of a vehicle chassis. 2. Open-loop control and / or closed-loop control block (330, 331, 332, 340, 33).
3, 334, 335) based on the variable representing and / or adjusting the vehicle running condition determined by the sensor,
System according to claim 1, characterized in that it drives an actuator (14) to achieve different closed-loop control and / or open-loop control goals. 3. Closed loop control and / or open loop control block (330, 331, 332, 340, 33).
3, 334) is the desired value (Fij _K , Fij _QBK , Fij _SK ) of the force to be exerted by the actuator (14).
The system according to claim 1, characterized in that 4. Open loop control and / or control quantity (S) for activating and deactivating the open loop control and / or closed loop control block inside the closed loop control and / or open loop control means.
_SK , S _QBK , S _LQBK , S _V , S _NIV , S _LBK , S _GR ,
An open-loop control and / or control unit (320) for forming S _SKY ) is provided, the formation of the open-loop control and / or the control quantity being carried out according to variables which represent and / or regulate the running state. The system according to claim 1, characterized in that 5. Open loop control and / or control _variable (S _SK , S _QBK , S _LQBK , S _V , S _NIV , S).
System according to claim 4, characterized in that _LBK, S _GR , S _SKY ) take consecutive values. 6. Open loop control and / or control _variable (S _SK , S _QBK , S _LQBK , S _V , S _NIV , S _LBK ,
S _GR , S _SKY ) take discontinuous values, and change means (5
30, 540, 601, 602, 603, 604, 70
16, 7240, 7241, 911, 912, 110
2, 1105, 121, 122) is provided with a first means (121) for processing the open loop control and / or the controlled variable, by which the open loop control and / or the controlled variable is processed. System according to claim 4, characterized in that the open-loop control and / or the controlled variable take on continuous values. 7. System according to claim 6, characterized in that the first means (121) are formed as low-pass filters. 8. A sensor means (310) is provided for detecting a variable which represents and / or regulates the running state of the vehicle, by means of which sensor means (310) the relative movement (Zarij) between the vehicle body and the wheels. and/
Or-the vertical acceleration of the vehicle body (Zan ") and / or-the longitudinal acceleration of the vehicle (al) and / or-the lateral acceleration of the vehicle (aqs, aqv, aqh) and / or
Or-steering angle (LW) and / or-vehicle longitudinal velocity (V) and / or-pressure (p, pv) of the pressure medium in the actuator is detected. 4,
The system according to any of 5, 6, or 7. 9. Open-loop control and / or closed-loop control block, means for longitudinal acceleration compensation (330, 340, 3) that counteracts body movements caused by changes in longitudinal acceleration.
60) and / or-a skyhook that counteracts the body movement caused by the rough road surface-means for controlling the groundhook (331, 340, 360), and-the axle of the vehicle. Means for performing level control for open-loop control or closed-loop control of the selectable target level position of (33)
2, 340, 360) and / or-means (333, 360) for compensating lateral acceleration to counteract body movements caused by changes in lateral acceleration. Claims 1, 2, 3,
9. The system according to any of 4, 5, 6, 7 or 8. 10. The vehicle suspension system comprises, besides the actuator (14), a passive stabilizer that cannot be changed during driving, and the road response is a passive stabilizer as an open-loop control and / or closed-loop control block. 10. System according to any one of the preceding claims, characterized in that means (334, 360) are provided for stabilizer compensation which counteracts body movements caused by. 11. The actuator (14) has two working chambers separated from each other by a piston, in which case at least one of the two working chambers is provided to exert a force between the vehicle body and the wheels. Pressure medium can be supplied, and-the piston has at least one passage opening through which the pressure medium passes, through which the pressure medium reaches from the first working chamber to the second working chamber The system of claim 1, wherein: 12. The passage opening is arranged to be adjustable and means (310 <320, 335, 370) are provided by means of which the passage opening of the actuator piston changes according to the running state of the vehicle. The system of claim 11, wherein the system is: 13. Means for adjusting the passage opening of the actuator piston (320, steps 161-166).
Is provided, in which case the adjustment is-according to the detected steering angular velocity (LW '), and / or
Or-relative movement between the detected vehicle body and wheels (Zarij, Z
arij ") and detected vehicle acceleration (Zan")
13. The system of claim 12, performed according to.