Method of influencing the motion of a vehicle body, computer program, control and / or regulating system and vehicle

Abstract

The invention relates to a method for influencing a movement of a vehicle body of a vehicle, wherein a vehicle body movement information of the vehicle body is determined, the method having: determining a damper movement information of a damper of the vehicle; determining an adjustment parameter from a proportion between the damper movement information and the vehicle body movement information; providing the vehicle body movement information as a first input variable to a control and / or regulation unit of the vehicle and providing the determined adjustment parameter as a second input variable to the control and / or regulation unit; determining at least one control signal from the first and second input variables and providing the control signal as an output variable to the control and / or regulation unit; and actuating the damper using the determined at least one control signal, thereby influencing the movement of the vehicle body. The invention also relates to a computer program, a control and / or regulation system and a vehicle.

Description

Technical Field

[0001] This invention relates to a method for influencing the motion of the vehicle body (or vehicle structure) of a vehicle (or motor vehicle), wherein at least one vehicle body motion information is determined at at least one measurement point of the vehicle body by means of a sensor system. Furthermore, this invention relates to a computer program. The invention also relates to a control and / or adjustment system having a control and / or adjustment unit, at least one shock absorber, and an evaluation unit. Finally, this invention relates to a motor vehicle having a control and / or adjustment system. Background Technology

[0002] The function of a shock absorber is to dampen vibrations of the vehicle body on the load-bearing springs and vibrations of the vehicle wheels on the tire springs. Without damping, vehicle body vibrations would be excessive within the natural frequency range, negatively impacting both ride comfort and driving safety. Conversely, an overly strong shock absorber can reduce ride comfort but improve road contact. Shock absorbers are particularly important safety-related components for vehicle chassis, capable of rapidly attenuating the vibrations of spring-loaded masses as well as the vibrations of unspring-loaded masses on the tire springs.

[0003] For example, three shock absorber systems can be used for a vehicle, where the actuators can be connected in parallel in the spring arrangement between the wheels and the vehicle body. Passive, semi-active, and active shock absorber systems are known, for example. In a passive shock absorber system, no change in damping force is introduced during driving operation. In a semi-active shock absorber system, the damping force can be changed by altering the oil flow using one or more valves. The damping characteristics can be changed in this way and by this method. Semi-active shock absorber systems operate purely by absorbing energy. In an active shock absorber system, the desired damping force can be provided not only damping but also energy-injecting in all directions.

[0004] Known methods of pure adjustment based on vehicle body movement create a conflict between achieving good vehicle body movement and wheel comfort in chassis tuning. Therefore, a compromise must be found in chassis tuning.

[0005] The widely used control model is the so-called Skyhook-Regler. This approach is based on the idea that suspension comfort is optimal when the vibrating vehicle body is damped relative to the roof, not the road surface. In a thought experiment, the shock absorber is placed not between the vehicle body and the wheels, but between the vehicle body and a hook suspended in the roof. As part of this thought experiment, a real shock absorber should apply the same force as a Skyhook-Regler.

[0006] Due to sensor latency, measurement inaccuracies, shock absorber adjustment speed, and system inertia, this type of wheel-frequency control with a single valve that reciprocates during each pull-in / push-out process has drawbacks. Furthermore, the high-frequency reciprocating switching of the shock absorber produces a so-called rumble, which is perceived as negative noise by the driver or customer. So far, the algorithm has attempted to combat this high switching speed by reducing the adjustment speed. However, this leads to further delays in the adjustment rate and phase delay, thus rendering the practical advantages of the top-hook adjuster redundant.

[0007] For example, a method for generating a signal is known from DE 10 200 8 052 916 A1, said signal being used to influence the vehicle body of a motor vehicle, which is controllable or adjustable during its movement. Here, adjustment is made based on the movement of the vehicle body, taking into account the overhead hook scheme. Summary of the Invention

[0008] Therefore, the technical problem to be solved by the present invention is that it can solve the problems or shortcomings mentioned at the beginning without abruptly switching the vehicle's shock absorbers and without generating abnormal noise.

[0009] This objective is achieved through a method for influencing the movement of a vehicle body, a computer program, a control and / or regulation system, and a motor vehicle. Significant improvements are derived from this application.

[0010] One aspect of the present invention relates to a method for influencing the motion of a vehicle body, wherein at least one vehicle body motion information is determined at at least one measurement point of the vehicle body by means of a sensor system, the method comprising:

[0011] - Using a sensor system, at least one shock absorber motion information of at least one shock absorber of the vehicle can be determined, which can affect the motion of the vehicle body;

[0012] - Provide the evaluation unit with at least one determined shock absorber motion information and at least one determined vehicle body motion information;

[0013] -The evaluation unit determines the adjustment parameters based on the ratio between the motion information of the at least one shock absorber and the motion information of the at least one vehicle body;

[0014] - Provide the at least one vehicle motion information as a first input parameter to the vehicle's control and / or adjustment unit, which can then operate the at least one shock absorber, and provide the determined adjustment parameters as a second input parameter to the control and / or adjustment unit;

[0015] - The control and / or regulation unit determines at least one control signal based on the first and second input parameters, and provides the control signal as an output parameter of the control and / or regulation unit; and

[0016] - The at least one shock absorber is operated using at least one determined control signal, thereby affecting the movement of the vehicle body.

[0017] The proposed method improves passenger driving comfort in a vehicle. It maintains better, and more harmonious, vehicle body movement because at least one shock absorber is manipulated or controlled not only based on vehicle body movement but also taking into account the shock absorber's movement. By considering both shock absorber and vehicle body movement information, at least one shock absorber can be manipulated or operated in a way that prevents high gradients during damping and allows for precise phase control of the shock absorber. Furthermore, by manipulating the at least one shock absorber in consideration of both shock absorber and vehicle body movement information, the aforementioned noise anomalies in the vehicle can be prevented, and in particular, reduced. Therefore, passengers in the vehicle's passenger compartment perceive the damping process without interference.

[0018] By taking into account the adjustment parameters used to control the at least one shock absorber, the shock absorber can be softly switched or operated, thereby eliminating unnecessary hard switching. This is advantageously reflected in the harmonious damping of the vehicle body or vehicle.

[0019] In particular, the proposed method enables the realization of a phase-controlled "hook regulator scheme" with reduced adjustment gradient. In other words, in addition to the aforementioned advantages of the method according to the invention, the proposed method retains the advantages of the "hook regulator" known from the prior art.

[0020] Using the proposed method, a single-valve adjustable damper can be modified, parameterized, and / or altered in software to mimic the characteristics of a dual-valve adjustable damper. Therefore, the use of expensive, complex, and more costly dual-valve adjustable dampers can be avoided. This is achieved by operating the single-valve adjustable damper using the method according to the invention. Consequently, structural space, cost, and design time can be minimized.

[0021] Specifically, the proposed method resolves the conflicting objectives of "the vehicle barely moves, yet unevenness is perceptible on rough roads, and this unevenness is mitigated by soft dampers without being transmitted to the vehicle body, but the vehicle vibrates as a result." In other words, the proposed method achieves improved ride comfort for passengers under both good and bad road conditions, compensating for road unevenness through dampers without adverse vibration of the vehicle and, in particular, the vehicle body. Especially from the customer's perspective, the proposed method significantly improves the balance between ride comfort and ride safety. Therefore, it can significantly better meet the requirements for driving dynamics and, especially, ride comfort.

[0022] By manipulating at least one shock absorber using at least one determined control signal, the operation of the shock absorber can then be carried out with minimal acoustic disturbance. This also enables a significantly smoother vehicle body while maintaining wheel comfort, especially compared to single-valve systems known to date. Furthermore, the proposed method can distinguish vehicle driving behavior based on driving mode. Damped, harmonious movement of the vehicle body can be achieved by means of the manipulated at least one shock absorber, which transmits a comfortable driving feel to the vehicle's passengers.

[0023] The vehicle body can be understood, in particular, as the body of a vehicle, which sits on a supporting chassis. Specifically, the vehicle body is controllable or adjustable during its movement. By means of a sensor system, for example, consisting of multiple sensor units or detection units, at least one and / or multiple vehicle body movement information can be determined or detected. In particular, the vehicle body can have multiple measurement points, allowing information about the vehicle body's movement to be determined at multiple locations or positions. Therefore, extensive and extended information about the vehicle body's movement can be determined, and in particular, collected. For example, measurement points can be positioned on corresponding lower sides of the vehicle body facing the vehicle bottom, such that the measurement points can be referred to as support surfaces or flat surfaces. Sensors of the sensor system can be mounted on these support surfaces, for example.

[0024] For example, a vehicle may have at least one or more shock absorbers. For example, at least one or more shock absorbers may be referred to as a damping device or actuator. For example, shock absorbers may be arranged in the area of ​​the corresponding vehicle tires. Shock absorbers can dampen the movement of the vehicle relative to the vehicle body. For example, sensors or sensor units of a sensor system may be arranged on the at least one shock absorber, using which the movement of the shock absorber can be determined as information. The determined movement information of the at least one shock absorber and the determined movement information of the at least one vehicle body can be transmitted to an evaluation unit, particularly an electronic evaluation unit or a computing unit. For example, the evaluation unit may be a component of a control and / or regulation system. It is also conceivable that the evaluation unit is part of the vehicle's vehicle system or a back-end or server system.

[0025] Using an electronic evaluation unit, the ratio or relationship between at least one shock absorber motion information and at least one vehicle body motion information is determined. Based on this ratio, adjustment parameters can then be determined, calculated, or obtained. These adjustment parameters can be, for example, factors or action factors. Similarly, a function can be formed using this ratio, where the adjustment parameters can be the values ​​of that function.

[0026] For example, the at least one shock absorber can be manipulated or controlled by means of a control and / or adjustment unit. For example, the control and / or adjustment unit can be referred to as a shock absorber adjuster or actuator unit. For example, a control and / or adjustment unit, configured as a control and / or adjustment module, has two input terminals or signal input terminals and one output terminal or signal output terminal. The first input has at least one vehicle motion information as a first input parameter. Therefore, the control and / or adjustment unit obtains a signal regarding the vehicle motion information as a first input signal. Furthermore, a signal related to the adjustment parameters can be provided as a second input signal. Thus, the control and / or adjustment unit obtains two input parameters, in particular two input signals, which are processed in the control and / or adjustment unit. Here, for example, the provided information can be combined or processed by mathematical operations and / or mathematical functions. As an output signal, the control and / or adjustment unit can provide a control signal as an output parameter at its output terminal. This control signal can be used to transmit or control at least one shock absorber. In particular, the control and / or adjustment unit can manipulate multiple shock absorbers of the vehicle. In this configuration, the control and / or adjustment unit can have multiple outputs, allowing control signals to be provided to each shock absorber. It is also conceivable that each shock absorber of the vehicle has its own control and / or adjustment unit. Similarly, it is feasible to simultaneously or synchronously operate multiple shock absorbers of the vehicle using control signals. In particular, automatic control of at least one shock absorber is possible, allowing the vehicle's movement to dynamically match the corresponding driving conditions.

[0027] The sensor system may include, for example, a wheel path sensor and / or an acceleration sensor.

[0028] The vehicle in question can be a motor vehicle, such as a passenger car or a truck. In particular, the proposed method can be applied to the most diverse types of transportation.

[0029] In particular, the proposed method can be a computer-implemented method.

[0030] In one embodiment of the invention, the vertical dynamics (or vertical kinetics) of the vehicle are dynamically adjusted using the at least one manipulated shock absorber. Specifically, by means of the manipulated or controlled shock absorber, the vertical dynamics of the vehicle can be dynamically matched or adapted to the vehicle's current driving conditions, current driving behavior, and / or current driving mode. Thus, harmonious movement of the vehicle body can be achieved by taking into account the vehicle's specific circumstances. This is particularly true when dealing with uneven roads or road surfaces, such as cobblestone roads, dirt roads, or potholes. The dynamically adapted vertical dynamics of the vehicle or vehicle body can improve passenger comfort in the passenger compartment. Furthermore, the dynamically adapted driving dynamics are advantageous for the cargo to be transported by the vehicle. Lower loads can be achieved through the adjusted driving dynamics. In particular, the adjusted driving dynamics result in lower road surface stress, thereby particularly reducing the stress on the vehicle itself, and thus significantly increasing the service life of the vehicle or its various components.

[0031] Vertical forces play a crucial role in vertical dynamics. These forces are primarily composed of spring and damper forces, which ensure the vehicle body is supported relative to the chassis and that the vehicle's movement relative to the road surface is kept within limits. Specifically, to adjust vertical dynamics, road surface unevenness, the roll and pitch processes during lateral and longitudinal dynamic maneuvers can be considered, or internal excitations, such as those generated by the drivetrain or wheel-tire system, can be taken into account, creating vertical forces acting between the chassis and the vehicle body. In particular, the resultant force from road surface unevenness generates vertical disturbance parameters related to vehicle vibration. Through adjusted vertical dynamics, smaller vehicle body acceleration, smaller roll and pitch movements, smaller dynamic wheel load fluctuations, and improved vibration characteristics can be achieved.

[0032] Through adjusted or optimized vertical dynamics, the vehicle body can be maintained in a manner similar to that of a sport driving mode, and, for example, wheel comfort can be achieved in a vehicle comfort mode.

[0033] In particular, vertical adjustment corrections can be performed by means of the adjusted vertical dynamics.

[0034] In another embodiment of the invention, the at least one shock absorber is controlled or manipulated using the at least one control signal in such a way that the damping characteristics, particularly the damping stiffness, of the at least one shock absorber are adjusted. In other words, the damping characteristics and / or damping stiffness of at least one shock absorber can be changed, adjusted, or parameterized by means of the manipulated shock absorber, so that the shock absorber is adapted, for example, to the current driving conditions, current driving behavior, and / or current driving mode of the vehicle. Therefore, the shock absorber can be adjusted for improved harmonious movement of the vehicle body.

[0035] In particular, the vehicle or body can be damped or reduced in a mode-dependent or driving mode-dependent manner by means of adjustable or usable shock absorber stiffness.

[0036] In one embodiment, the vehicle body's speed is determined as at least one vehicle body motion information, and the shock absorber speed of at least one shock absorber is determined as at least one shock absorber motion information. Therefore, speed values ​​or speed-related values ​​are used to determine the adjustment parameters and to determine at least one control signal. Thus, the control signal can be referred to as a speed-related signal or a speed-related adjustment parameter. Specifically, the speed of the moving vehicle body is the vehicle body's speed in the vertical direction or the vehicle body's vertical deflection. In other words, this relates to the speed experienced by the vehicle body during its movement. Here, the shock absorber speed is the speed of the shock absorber or its relative speed when the shock absorber performs damping or during the damping process.

[0037] Specifically, the motion of a shock absorber and, more specifically, its speed, refers to the relative motion of the shock absorber components or the components relative to each other. Therefore, the motion of a shock absorber can be understood as its own motion. For example, the shock absorber speed can be considered with reference to the direction of the spring speed of the shock absorber's spring assembly. For example, the vehicle's speed and the shock absorber speed can be determined or detected using a sensor system and / or a wheel path sensor or acceleration sensor.

[0038] In one embodiment, to determine the adjustment parameters, the shock absorber speed is set to a ratio with the vehicle's speed, wherein the ratio of the shock absorber speed to this speed forms a function. Therefore, for example, a specific function value can be invoked at a corresponding time point using the formed function, reflecting the corresponding ratio of the shock absorber speed to the vehicle's speed at that corresponding time point. Specifically, the ratio between the shock absorber speed and the vehicle's speed can, for example, be between 0 and 1. Thus, in a given vehicle condition, the ratio between the shock absorber speed and the vehicle's speed, matched to that condition, can be used to control at least one shock absorber. Therefore, the corresponding adjustment parameters or factors can be provided and thus processed, particularly by means of the ratio at the corresponding time point. The corresponding factor as the adjustment parameter can here be formed by a characteristic curve, which is formed by the previously formed function. The characteristic curve can be parameterized by the corresponding ratio of the speed. In other words, the factor, i.e., the adjustment parameter, can be selected, changed, or parameterized by the shock absorber speed and the vehicle's speed. For example, the ratio or function of the two speeds can be used as input parameters to the previously described characteristic curve.

[0039] In another embodiment, the output parameters of the control and / or adjustment unit are determined by multiplying the time value of the motion speed time curve with the time-corresponding function value of the function time curve. The advantage of this is that the influence on the vehicle's motion is continuous, especially a continuous process of travel, which can continue continuously over a period of time. If unevenness in the road surface is compensated by means of at least one shock absorber, for example by damping, the shock absorber is operated until, for example, the vehicle is traveling on a flat surface again. It is particularly advantageous for this that the same adjustment parameters or values ​​are not used, but rather the adjustment parameters are continuously adapted to the corresponding situation. This can be performed on a time curve. For this purpose, the vehicle's motion speed is plotted over time, for example, in a graph or line graph. Here, a value can be considered at each defined time value or point in time of the vehicle's motion speed time curve. This time value, i.e., the speed value of the vehicle's motion at that time point, is multiplied or updated by the time-corresponding function value of the function time curve with respect to speed. Therefore, the instantaneous speed value of the vehicle's motion is factored proportionally with respect to speed with respect to the same instantaneous value of the function. This allows for dynamic adaptation and control of the shock absorbers. In other words, it enables time-coordinated control of the shock absorbers, allowing the generation or preparation of control signals for at least one shock absorber at every instant with respect to the vehicle or vehicle body. Consequently, the movement of the vehicle body can be better adjusted or damped harmoniously, thereby improving the driving comfort of vehicle passengers.

[0040] In one embodiment, it is also specified that the current intensity of at least one shock absorber is changed according to the shock absorber motion information. This allows the damping characteristics or damping process of at least one shock absorber to be changed or adjusted at any time. The magnitude of the current intensity at which at least one shock absorber operates can be adapted according to the shock absorber motion information. Therefore, the current operating state of at least one shock absorber can be dynamically changed in each situation. By variably designing the current intensity (at which the shock absorber operates), for example, stiffer or softer damping can be implemented. In particular, the variablely adjustable current intensity of the shock absorber is especially advantageous to achieve particularly harmonious movement of the vehicle body. For example, at high shock absorber speeds, the current intensity of the shock absorber can be reduced or decreased to prevent frequency hardening. Therefore, at very high shock absorber speeds, by correspondingly changing the current intensity of at least one shock absorber, the potentially negative characteristics of the shock absorber can be counteracted early.

[0041] In one embodiment, the relationship between the current intensity of at least one shock absorber and the vehicle's speed is provided using vehicle motion information as a second input parameter for the control and / or adjustment unit. Thus, for example, a corresponding current or current value can already be provided as an input parameter for the control and / or adjustment unit, which has so far been used in the prior art for purely vehicle motion-related control of the shock absorber. The current intensity, or a corresponding signal characterizing the current intensity, can now be multiplied, for example, by an adjustment parameter, thereby allowing a control signal to be determined accordingly and provided to the shock absorber. For example, this can provide an appropriate vertical current for manipulating the at least one shock absorber as an output parameter.

[0042] In other words, the control and / or regulation unit can be understood as multiplying a pre-given current intensity by a speed ratio on its input side, thereby creating a corresponding newly determined vertical current on the output side for the manipulation, control, or operation of the shock absorber.

[0043] Furthermore, when necessary, this allows for a reduction in the vertical current based on the ratio between the two speeds. This might be the case, for example, when the shock absorber is not operating at the current instantaneous acquisition or is operating in the opposite direction and therefore does not affect or adversely affects the vehicle's movement. In such cases, the vertical current on the output side can be reduced.

[0044] In one embodiment, shock absorber motion information with a shock absorber signal and vehicle body motion information with a vehicle body signal are provided to the evaluation unit, wherein the shock absorber signal and vehicle body signal are filtered within a pre-given frequency range. For example, the information regarding shock absorber motion and vehicle body motion can be provided as digital or electrical signals. For instance, the shock absorber speed can be transmitted or relayed to the evaluation unit using the shock absorber signal, and the vehicle body speed can be transmitted or relayed to the evaluation unit using the vehicle body signal. To eliminate or suppress possible or present interference or interfering parameters, the vehicle body signal and shock absorber signal can be filtered or pre-filtered. This is achieved using a digital filter, which is, for example, a component of the evaluation unit or connected upstream of the evaluation unit. For example, parameterized filtering of the signal can be performed by means of a filtering unit during the operation time of the signal used.

[0045] Therefore, parameterizable independent filtering can be implemented, for example, during the operation of the vehicle path signal and the shock absorber path signal.

[0046] In another embodiment of the invention, the adjustment parameters are changed according to the vehicle's driving mode. In other words, the set function, i.e., the factor or function value of the speed ratio function, can be adjusted or adapted according to the vehicle's current driving mode. This can be performed, for example, by means of a control and / or adjustment unit. This has the advantage that different driving conditions exist depending on the existing driving mode, and in particular, different stresses exist on the vehicle, especially the chassis. For example, the driving mode can be a sport mode, comfort mode, eco mode, or terrain mode. The corresponding currently set driving mode has a particular effect on the damping to be performed on the vehicle body, and especially on the damping of a general vehicle. In particular, the adjustment parameters or characteristic curves of the adjustment parameters can be variably applied to the corresponding currently selected driving mode, so that different driving behaviors of different qualities can be achieved for different selected driving modes. Thus, the distinguishability of each driving mode from the vehicle's passengers and / or the vehicle's driver can be further improved.

[0047] In another embodiment, it is specified that, in order to operate the at least one shock absorber, vehicle information and / or vehicle loading information and / or environmental information of the vehicle's surrounding environment are additionally considered. Thus, the damping currently to be performed and / or about to be performed by the vehicle or body can be situation-related and, in particular, situation-matched, because the most different influencing parameters affecting the damping or motion of the body are considered. For example, specific signals regarding vehicle information and / or loading information and / or environmental information can be provided to the control and / or adjustment unit, so that these signals can be taken into account when operating the shock absorber.

[0048] For example, vehicle information can be the current vehicle status of the vehicle and / or vehicle components and / or vehicle systems. Load information, for example, can characterize the type and / or range and / or weight and / or size of the load carried in the vehicle. These can be determined and provided, for example, by the vehicle system and / or vehicle controller. Specific environmental information about the vehicle's surroundings can be provided by means of ambient environment sensors and / or external information points. Here, in particular, impending road damage ahead or the characteristics of the ahead road and / or road characteristics and / or weather information is important. Similarly, a wide range of other information can be considered for maneuvering the at least one shock absorber to achieve the most harmonious movement of the vehicle body possible.

[0049] Another aspect of the invention relates to a computer program comprising instructions that, when executed by a computer, cause the computer to perform the method according to the preceding aspect or an advantageous improvement thereof.

[0050] Another aspect of the invention relates to a control and / or regulation system having a control and / or regulation unit, at least one shock absorber, and an evaluation unit, wherein the control and / or regulation system is configured to perform a method according to any of the foregoing aspects or an advantageous improvement thereof. In particular, the foregoing methods can be performed using the foregoing control and / or regulation system.

[0051] For example, the control and / or regulation system can be referred to as an intelligent electronic vehicle damping system. Alternatively, the control and / or regulation system can be referred to as an electronic system for influencing the movement of the vehicle body.

[0052] In one embodiment of the foregoing aspects, the at least one shock absorber may be configured as a single-valve adjustable shock absorber, particularly as a semi-active shock absorber. Specifically, the shock absorber may be provided or configured such that the most harmonious movement of the vehicle body can be achieved.

[0053] Another aspect of the invention relates to a vehicle (or means of transport) having a control and / or regulation system according to the foregoing aspect or an advantageous improvement thereof.

[0054] Specifically, the vehicle can be a passenger car or a truck. For example, each axle of a motor vehicle has two shock absorbers, resulting in one shock absorber on each wheel suspension or in each area of ​​the wheel. Therefore, unevenness on the road can be counteracted by damping. For example, multiple, especially all, shock absorbers of the vehicle can be manipulated, particularly synchronously, by means of a control and / or adjustment system.

[0055] In particular, an advantageous implementation of one aspect can be regarded as an advantageous implementation of another aspect or all other aspects. Of course, this also applies in the opposite way and manner.

[0056] Advantageous designs of the method are considered advantageous designs for computer programs, control and / or regulation systems, and motor vehicles.

[0057] Improvements to the computer program according to the invention, the control and / or regulation system according to the invention, and the vehicle according to the invention also belong to the invention, said improvements having the features described in conjunction with the improvements according to the method according to the invention. For this reason, the corresponding improvements to the computer program according to the invention, the control and / or regulation system according to the invention, and the vehicle according to the invention will not be described again here.

[0058] The present invention also includes combinations of features of the described embodiments. Attached Figure Description

[0059] Embodiments of the present invention are described below. In the accompanying drawings:

[0060] Figure 1 A schematic diagram of the vehicle and its control and / or regulation systems is shown.

[0061] Figure 2 Show Figure 1 An exemplary block diagram of the control and regulation unit of the control and / or regulation system;

[0062] Figure 3 Show Figure 1 An exemplary time curve showing the speed of motion of the vehicle body;

[0063] Figure 4 Show Figure 1 An exemplary time curve of the shock absorber stiffness of the vehicle's shock absorber; and

[0064] Figure 5 Show Figure 1 Another exemplary embodiment of the control and regulation unit of the control and / or regulation system in the middle. Detailed Implementation

[0065] The embodiments explained below are preferred embodiments of the invention. In the embodiments, the described components are individual, independently conceived features of the invention, each feature also independently improving the invention and therefore considered individually or in combinations different from those shown as part of the invention. Furthermore, the described embodiments can also be supplemented by other features of the invention already described.

[0066] In the accompanying drawings, elements with the same function are given the same reference numerals.

[0067] exist Figure 1 For example, vehicle 1 is shown. Vehicle 1 may be a motor vehicle.

[0068] Motor vehicle 1, for example, has four wheels 2, 3 (only two of the four wheels are visible in the side view shown). Wheels 2, 3 can be fixed to or connected to the vehicle body 4 of vehicle 1 by means of corresponding wheel suspensions. The vehicle body 4 includes, for example, a body having a passenger compartment or passenger interior space. Shock absorbers 5 can be arranged, for example, between the wheels 2, 3 and the vehicle body 4. Shock absorbers 5 can be, for example, shock absorbers, semi-active shock absorbers, single-valve adjustable shock absorbers, or shock absorbers of other designs. The corresponding shock absorbers 5, or said shock absorbers 5, can be arranged parallel to a spring (not shown). Shock absorbers 5 are particularly constructed as semi-active shock absorbers. In a shock absorber 5 designed in this way, the shock absorber force can be changed by applying a control signal to an adjusting device 6 of the shock absorber 5. The adjusting device 6 can be constructed, for example, as a solenoid valve, such that the control signal is a control current for the valve.

[0069] For example, a central control and / or adjustment system 7 can be provided, which can be used to control and / or adjust at least one or more shock absorbers 5 of the vehicle 1. Therefore, by means of the control and / or adjustment system, the shock absorbers 5 can be operated and, in particular, adjusted according to the current damping requirements of the vehicle 1.

[0070] For example, when vehicle 1 travels on an uneven road or uneven ground, vehicle body 4 moves or vibrates. To balance or compensate for these vibrations, a shock absorber 5 is required. The shock absorber 5 can be correspondingly controlled, activated, or adjusted by means of a control and / or adjustment system 7. Therefore, the movement 8 of the controllable or adjustable vehicle body 4 during its movement can be influenced, in particular, by means of the control and / or adjustment system 7. This is to ensure that the driving comfort of the passengers of vehicle 1 is not deteriorated despite uneven road conditions. In particular, the movement 8 of the vehicle body 4 can be influenced vertically (along the z-direction), that is, perpendicular to the road or perpendicular to the bottom of vehicle 1.

[0071] In order to achieve harmonious and comfortable movement or compensatory movement of the vehicle body 4, especially with the aid of the shock absorber 5, certain control parameters are required. On the one hand, at least one vehicle motion information 26 regarding the movement 8 of the vehicle body 4 can be determined or detected at at least one measurement point 9 of the vehicle body 4 using the sensor system 10 (see...). Figure 2Specifically, this can be performed at a single location, i.e., at a single measurement point 9, or multiple locations, i.e., different measurement points 9 or measurement positions, can be used. For example, the sensor system 10 may have at least one acceleration sensor, particularly a vertical acceleration sensor 11. The measurement points may be fixedly arranged or fixed to the vehicle body 4, particularly in the area of ​​measurement point 9.

[0072] Furthermore, at least one shock absorber motion information 32 regarding the motion 12 of the shock absorber 5 can be detected or determined by means of the sensor system 13. The motion 12 of the shock absorber 5 is the self-motion of the shock absorber 5, that is, the relative motion of the two shock absorber components 14, 15 relative to each other.

[0073] For example, sensor system 13 may have at least one sensor, particularly displacement sensor 16. Specifically, one displacement sensor 16 may be arranged on each wheel 2, 3 of vehicle 1. For example, displacement sensor 16 may be configured as a relative sensor, such that it measures changes in the distance between vehicle body 4 and the corresponding wheel 2, 3. Similarly, displacement sensor 16 may be configured as a rotation angle-displacement sensor.

[0074] For example, sensor systems 10 and 13 can be networked or considered as a higher-level system.

[0075] For example, the control and / or regulation system 7 may be an integral part of the vehicle 1 or constructed independently or separately from the vehicle and may have an electronic evaluation unit 17. For example, the electronic evaluation unit 17 may be a controller. By means of the evaluation unit 17, information about motion 8 and information about motion 12 can be processed and provided, in particular, to the control and / or regulation system 7. Furthermore, the control and / or regulation system 7 may be connected via signal or control lines to the adjustment device 6 of the shock absorber 5, the displacement sensor 16, and the acceleration sensor 11. Specifically, motions 8 and 12 have directions along the z-direction or opposite to the z-direction.

[0076] Figure 2 A block diagram of the control and / or adjustment unit 18 is shown. For example, the control and / or adjustment unit 18 may be a shock absorber adjuster for controlling and / or adjusting the shock absorbers 5. For example, the control and / or adjustment system 7 may have the control and / or adjustment unit 18, by means of which all the shock absorbers 5 of the vehicle 1 can be controlled. It is also conceivable that the control and / or adjustment system 7 has a separate control and / or adjustment unit for each shock absorber 5.

[0077] For example, the control and / or adjustment unit 18 has first and second input terminals E1 and E2. Vehicle motion information 26 can be input to the control and / or adjustment unit 18 as a first input parameter 19 via the first input terminal E1. For the second input parameter 20 at the second input terminal E2, an adjustment parameter 21 is first determined or calculated by means of the evaluation unit 17. The adjustment parameter 21 may be, for example, an action factor or a factor. The adjustment parameter is thus determined by determining the ratio between at least one shock absorber motion information 32 and at least one vehicle motion information 26. In other words, the motion 8 of the vehicle body 4 and the motion 12 of the shock absorber 5 are related or proportional.

[0078] For example, the control and / or adjustment unit 18 can be considered as an arithmetic module (in a mathematical sense). Two input parameters 19 and 20 are combined through corresponding mathematical operations to produce a corresponding output parameter 22 at output terminal A1. In particular, at least one control signal 23 can be provided as the output parameter 22. This control signal 23 can be used to operate or control at least one shock absorber 5.

[0079] Therefore, the operation of at least one shock absorber 5 is based on the ratio of motions 8 and 12.

[0080] exist Figure 3 In the middle, on the one hand, it shows the speed V of the movement of the vehicle body 4 in time. auf The shock absorber speed of shock absorber 5 An exemplary curve. Therefore, the velocity V of the motion 8 of the vehicle body 4 is characterized, in particular, by means of at least one vehicle body motion information 26. auf And with the help of the shock absorber speed At least one shock absorber motion information 32 characterizes the shock absorber 5. These are shown here schematically as time curves. To obtain or determine the adjustment parameter 21, the shock absorber speed is... The speed V of the vehicle body 4's motion 8 auf Relatedly, the ratio is used to form a function 24. Therefore, by means of this function 24, an action factor between 0 and 1 is provided as an adjustment parameter 21, and transmitted as a second input parameter 20 to the control and / or adjustment unit 18.

[0081] exist Figure 2 Speed ​​can be seen in With V auf The example curve shows the proportion of change. Therefore, adjustment parameter 21 can be considered as the function value of function 24.

[0082] Specifically, the output parameter 22 of the control and / or adjustment unit 18 can be determined by: setting the speed V... aufThe corresponding time value of the time curve is multiplied by the corresponding time value of the time curve of function 24. Therefore, the instantaneous value at the first input terminal E1 is multiplied by the time value at the input terminal E2. This is especially true during a continuous process in time. Therefore, condition-matched control of the shock absorber 5 can be achieved at any point in time.

[0083] Figure 4 An exemplary time-varying process of the damper stiffness 25 or damper characteristics of the damper 5 after it has been manipulated by means of the control signal 23 is shown. In particular, at least one damper 5 can be manipulated in this way by means of the control signal 23 so that the damper characteristics or damper stiffness 25 are particularly adapted to the current driving conditions and / or the current driving mode.

[0084] exist Figure 4 The curve shown in the figure is particularly similar to Figure 3 The two velocity curves in the graph are considered in relation to each other. The damper stiffness, or damping, of such a fitted damper 5 is a curve similar to the Dirac function. (This is in contrast to...) Figure 3 Compared to the curve shown in the figure, in Figure 4 The curve in the velocity V auf The curve has its own extension at its apex or peak. Continuous extensions occur at the respective apex, where these apexes each have uniform rises and falls. The damper stiffness 25 shown is relative to the velocity V of motion 8. auf The variation curve has no or only minimal negative variation curves. In particular, compared with existing technology solutions, no vertical sides are visible here. Especially illustrated here, no hard switching or transition of the shock absorber 5 occurs. These advantages stem particularly from considerations of the speed ratio.

[0085] Figure 5 Another embodiment of the control and / or adjustment unit 8 is shown. Here, the first input parameter 19 is discussed again. In particular, the first input parameter 19 includes vehicle motion information 26. This could, for example, include the current intensity of the shock absorber 5. The speed V of the vehicle body 4's motion 8 auf The relationship or function between them is 27. Therefore, it can be determined based on the velocity V. auf Provide the appropriate current intensity As a function of the control and / or regulation unit 18.

[0086] For example, as an additional option, the current intensity of at least one shock absorber 5 The damper's motion information 32 can be varied to, for example, prevent problems related to frequency hardening. Specifically, the damper stiffness 25 of the damper 5 is controlled by the current intensity. To adjust.

[0087] For example, the control signal 23 can be referred to as the control current, which can be used to adjust the damping stiffness 25 of the damper 5.

[0088] Specifically, according to the present invention, the current intensity provided at the first input terminal E1 Multiplying this by the adjustment parameter 21 provides a new vertical current at output A1 for controlling the shock absorber 5. For example, with a shock absorber signal... and the velocity V of motion 8 auf The shock absorber motion information 32 can be provided to the evaluation unit 17, thereby utilizing these two signals S auf and It can be used to determine the adjustment parameter 21. Two signals S auf and They can be filtered or pre-filtered within the same frequency range or within a predetermined frequency range. This can be done before determining the adjustment parameter 21. In particular, the two signals S auf and It can be filtered at runtime, allowing potential interference to be filtered out.

[0089] For example, different driving modes can be changed by means of the method according to the invention in terms of controlling the shock absorber 5 by means of the control signal 23. Therefore, different mode-related applications of adjustment or control schemes can be performed. For this purpose, for example, a four-quadrant adjuster scheme can be used to achieve, for example, a comfort mode, a normal mode, or a sport mode. In other words, the adjustment parameter 21, which reflects the corresponding function, can be changed or set according to the current driving mode of the vehicle 1.

[0090] Additionally, in order to control the shock absorber 5, vehicle information of vehicle 1 and / or loading information of vehicle 1 and / or environmental information of the surrounding environment 31 of vehicle 1 can be taken into account. In this case, the characteristics of the road are particularly important. In particular, the vertical dynamics of vehicle 1 can be dynamically adapted by means of the controlled shock absorber 5.

[0091] For example, vehicle 1 might hit a ground beam or an uneven surface. Here, wheels 2 and 3 are spring-loaded relative to the vehicle body 4. Shock absorber 5 enters the pressure stage and lifts the vehicle body 4. Shock absorber 5 is now manipulated such that as long as it remains in the pressure stage and the vehicle body 4 is moving upwards (in the positive z-direction), it switches to a softer setting. Only at the apex of the ground beam, when shock absorber 5 switches to the tension stage, is a current regulator applied with respect to current intensity to slow or brake the upward movement of the vehicle body 4. This is achieved by considering the shock absorber's movement in addition to the vehicle body's movement and determining the appropriateness of an additional fit for the shock absorber 5's stiffness. This method, especially when the shock absorber 5 and the vehicle body 4 move in the same direction, still improves ride comfort.

[0092] In particular, the proposed method can appropriately reduce or increase the damper current of the shock absorber 5 according to the motion of the shock absorber to the vehicle body and at a non-wheel frequency.

[0093] List of reference numerals

[0094] 1 vehicle

[0095] 2 wheels

[0096] 3 wheels

[0097] 4. Vehicle body

[0098] 5 Shock absorbers

[0099] 6. Adjustment devices

[0100] 7. Control and / or regulation system

[0101] 8. Movement of the vehicle body

[0102] 9 Measurement points

[0103] 10 Sensor Systems

[0104] 11 Vertical Accelerometer

[0105] 12. Movement of the shock absorber

[0106] 13 Sensor Systems

[0107] 14 Shock absorber components

[0108] 15 Shock absorber components

[0109] 16 Displacement Sensors

[0110] 17 Evaluation Units

[0111] 18 Control and / or regulation unit

[0112] 19 First Input Parameter

[0113] 20 Second Input Parameter

[0114] 21 Adjustment parameters

[0115] 22 Output Parameters

[0116] 23 Control Signals

[0117] 24. Velocity proportional function

[0118] 25 Shock absorber hardness

[0119] 26. Vehicle Motion Information

[0120] 27. Shock absorber current with respect to velocity V auf function

[0121] 31. The surrounding environment of the vehicle

[0122] 32 Shock absorber motion information

[0123] Shock absorber current

[0124] S auf Vehicle body signal

[0125] Shock absorber signal

[0126] Shock absorber speed

[0127] V aufbau The speed at which the vehicle moves.

Claims

1. A method for influencing the movement (8) of the body (4) of a vehicle (1), wherein, - Using a sensor system (10), at least one vehicle motion information (26) of the vehicle body (4) is determined at at least one measurement point (9) of the vehicle body (4). Its features are, - The motion information (32) of at least one shock absorber (5) of the vehicle (1) is determined by means of a sensor system (13), which can affect the motion of the vehicle body (4); - Provide the determined motion information (32) of at least one shock absorber and the determined motion information (26) of at least one vehicle body to the evaluation unit (17); - The adjustment parameter (21) is determined by the evaluation unit (17) based on the ratio between the motion information (32) of the at least one shock absorber and the motion information (26) of the at least one vehicle body; - Provide the at least one vehicle motion information (26) as a first input parameter (19) to the control and / or adjustment unit (18) of the vehicle (1), and use the control and / or adjustment unit to operate the at least one shock absorber (5), and provide the determined adjustment parameter (21) as a second input parameter (20) to the control and / or adjustment unit (18). - By means of the control and / or regulation unit (18), at least one control signal (23) is determined according to the first and second input parameters (19, 20), and the control signal (23) is provided as an output parameter (22) to the control and / or regulation unit (18); and - The at least one shock absorber (5) is manipulated using at least one determined control signal (23), thereby affecting the movement (8) of the vehicle body (4). The speed (V) of the movement (8) of the vehicle body (4) auf ) is determined to be at least one vehicle body motion information (26), and the shock absorber speed (V) of the at least one shock absorber (5 ...). dämpf The motion information of at least one shock absorber (32) is determined, and in order to determine the adjustment parameter (21), the shock absorber speed (V) is determined. dämpf The velocity (V) of the vehicle body (4) and the movement (8) of the vehicle body (4) auf The ratio of the shock absorber speed (V) to the vibration damper speed (V) dämpf ) and the speed (V) auf The proportionality function (24) of the control and / or adjustment unit (18) is determined by the following method: the speed (V) of the motion (8) is formed by the proportionality function (24). auf The time value of the time change curve is multiplied by the time value of the function (24) corresponding to the time change curve.

2. The method according to claim 1, characterized in that, The vertical dynamics of the vehicle (1) are dynamically adjusted using at least one controlled shock absorber (5).

3. The method according to claim 1 or 2, characterized in that, The at least one shock absorber (5) is operated by the at least one control signal (23) so that the shock absorber stiffness (25) of the at least one shock absorber (5) is adjusted.

4. The method according to claim 1, characterized in that, The current intensity (I) of at least one shock absorber (5) is changed according to the shock absorber motion information (32). dämpf ).

5. The method according to claim 4, characterized in that, Using the vehicle motion information (26), the current intensity (I) of the at least one shock absorber (5) is... dämpf ) and the velocity (V) of the motion (8) auf The relationship between the two parameters is provided as a second input parameter (20) to the control and / or regulation unit (18).

6. The method according to claim 1, characterized in that, The motion information (32) of the at least one shock absorber, together with the shock absorber signal (S) dämpf ) and the at least one vehicle motion information (26) as vehicle signal (S auf The signal (S) is provided to the evaluation unit (17), wherein the shock absorber signal (S) is evaluated within a pre-given frequency range. dämpf ) and the vehicle body signal (S auf ) Perform filtering.

7. The method according to claim 1, characterized in that, The adjustment parameter (21) is changed according to the driving mode of the vehicle (1).

8. The method according to claim 1, characterized in that, In order to control the at least one shock absorber (5), the vehicle information of the vehicle (1) and / or the loading information of the vehicle (1) and / or the surrounding environment information of the vehicle (1) (31) are additionally considered.

9. A computer program product comprising instructions that, when executed by a computer, cause the computer to perform the method according to any one of claims 1 to 8.

10. A control and / or regulation system (7), said control and / or regulation system having a control and / or regulation unit (18), at least one shock absorber (5), and an evaluation unit (17), wherein, The control and / or regulation system (7) is configured to perform the method according to any one of claims 1 to 8.

11. The control and / or regulation system (7) according to claim 10, characterized in that, The at least one shock absorber (5) is configured as a single-valve adjustable shock absorber.

12. The control and / or regulation system (7) according to claim 10, characterized in that, The at least one shock absorber (5) is configured as a semi-active shock absorber.

13. A vehicle (1) having a control and / or regulation system (7) according to any one of claims 10 to 12.

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