VEHICLE AND METHOD FOR PROVIDING A VEHICLE AND FOR CONTROLLING A SUSPENSION ARRANGEMENT OF THE VEHICLE

Description

[0001] The invention relates to a vehicle according to the preamble of claim 1. The invention also relates to methods for providing a vehicle and for controlling a suspension arrangement.

[0002] Suspension arrangements, e.g. for cushioning the body or chassis of a vehicle, especially a commercial vehicle, are known in various designs.

[0003] For example, two or more springs with different stiffnesses are used parallel to each other to compensate for a load, e.g. of a commercial vehicle.

[0004] Air springs are connected to a compressed air supply and can change their stiffness by varying the compressed air pressure. This allows the natural frequency to remain within a small range, even when the load changes significantly (e.g., an unladen commercial vehicle versus a fully loaded one).

[0005] Figure 1Figure 1 shows a schematic symbolic representation of a suspension arrangement 1' according to the state of the art.

[0006] The suspension arrangement 1' serves to suspend a superstructure 3 relative to a base 2. In the example shown, the superstructure 3 is a body or car body of a vehicle not shown, where the base 2 is a wheel suspension or axle of the vehicle.

[0007] Here, a coordinate z runs perpendicular to the base 2, e.g., along a vertical axis of the associated vehicle. The coordinate z serves to illustrate the direction of movement of the structure relative to the base.

[0008] Depending on its load, superstructure 3 assumes different positions and thus different distances from base 2. Superstructure 3 can also be adjusted to a raised position and a lowered position, e.g., for loading / unloading operations.

[0009] The suspension arrangement 1' comprises at least one spring 4 and at least one damper 5.

[0010] The spring 4 is attached to the base 2 at one end in a manner not shown in detail. A second end of the spring 4 is attached to the structure 3.

[0011] Similarly, the damper 5 is attached to the base 2 and to the structure 3 parallel to the spring 4.

[0012] The spring 4 is usually designed as an adjustable spring in the form of a pneumatic spring in order to keep the natural frequency of the assembly 3 or the spring arrangement 1' almost constant.

[0013] In Figure 2 A schematic perspective sectional view of a hydraulic inert 6' according to the state of the art is shown.

[0014] Inerts are relatively new elements for optimizing mechanical networks. The inert 6' simulates a large moment of inertia using a relatively small additional mass. The differential equation of an inert corresponds to the electrical engineering analogue of a capacitor.

[0015] The following describes a 6' hydraulic inerter as an example of an inerter. Other types of inerters also exist, e.g., mechanical inerters.

[0016] A detailed description of the structure and function of inerts can be found in the following writings. Inerter Nonlinearities and the Impact on Suspension Control, Fu-Cheng Wang et al., 2008 American Control Conference and A review of the mechanical inerter: historical context, physical realizations and nonlinear applications, David J. Wagg, published online February 24, 2021

[0017] The hydraulic inert unit 6' comprises a hydraulic cylinder 7 with two chambers 8 and 9, a piston rod 10 with a piston 11 and a flywheel assembly 12. The flywheel assembly 12 is also referred to as a "fly wheel".

[0018] The piston rod 10 is slidably guided in the longitudinal direction of the hydraulic cylinder 7. A longitudinal axis 10a of the piston rod 10 runs in the longitudinal axis of the hydraulic cylinder 7. The longitudinal axis 10a also runs in the direction of coordinate z.

[0019] The piston 11 is mounted on the piston rod 10 and rigidly connected to it. The piston 11 divides the interior of the hydraulic cylinder 7 into chambers 8 and 9. The chambers are filled with a fluid, e.g., hydraulic fluid.

[0020] Each chamber 8, 9 has an inlet / outlet opening 8a, 9a. The inlet / outlet opening 8a of the first chamber 8 is connected to a first end of a first fluid line 13, which communicates with the first chamber 8. Similarly, the inlet / outlet opening 9a of the second chamber 9 is connected to a first end of a second fluid line 14, which communicates with the second chamber 9.

[0021] The two fluid lines 13, 14 are connected at their respective second ends to the flywheel assembly 12, which will be explained in more detail below.

[0022] The flywheel assembly 12 comprises a drive housing 15 with a drive chamber 15a, a flywheel housing 17 with a chamber 17a and a flywheel 18.

[0023] The drive chamber 15a is provided with two inlet / outlet openings 15b and 15c. The first inlet / outlet opening 15b is connected to the second end of the first fluid line 13. The second end of the second fluid line 14 is connected to the second inlet / outlet opening 15c. In this way, the fluid lines 13 and 14 communicate with the drive chamber 15a of the drive housing 15 of the flywheel assembly 12.

[0024] In the drive chamber 15a, a fan wheel 16 is rotatably mounted about a pivot axis 12a of the flywheel assembly 12. In the example shown, the pivot axis 12a runs perpendicular to the longitudinal axis 10a of the piston rod 10 and thus of the hydraulic cylinder 7.

[0025] The drive chamber 15 is closed at its bottom by a base. The top of the drive chamber 15 is closed by the flywheel housing 17. The flywheel 18 is rotatably mounted in the chamber 17a of the flywheel housing 17 about the axis of rotation 12a.

[0026] The flywheel 18 here is a circular cylindrical disc with a specific weight and moment of inertia, e.g. metallic.

[0027] The flywheel 18 is non-rotatably connected to the impeller 16 via a connection (not shown) that runs through the top of the drive housing 15 and the bottom of the flywheel housing 17. The drive chamber 15a and the chamber 17a of the flywheel housing 17 can be sealed off from each other or communicate with each other.

[0028] The inerter 6' is provided with inerter mountings 6a, 6b. These are only indicated by reference lines. A first inerter mounting 6a is located, for example, on the piston rod 10, and the second inerter mounting 6b is then attached to the hydraulic cylinder 7.

[0029] The hydraulic inerter 6' functions such that a resistance is opposed to a relative acceleration between two connection points (e.g. the wheel or axle at the inerter mounting 6a, where the other connection point of the inerter mounting 6b is the sprung structure 3).

[0030] The resistance is represented by the flywheel 18, which must be set in motion by displacing hydraulic fluid. This is achieved here by means of the impeller 16, which is arranged in series with the fluid lines 13 and 14 between them. When the piston rod 10 with the piston 11 moves relative to the hydraulic cylinder 7 in the direction of the z-axis (in Figure 2 When the piston 11 is moved (to the left), it compresses the hydraulic fluid in the first chamber 8 of the hydraulic cylinder 7 and simultaneously creates a vacuum in the second chamber 9 of the hydraulic cylinder 7. The hydraulic fluid flows from the first chamber 8 through the first fluid line 13 into the drive chamber 15a of the drive housing 15 of the flywheel assembly 12 and from the drive chamber 15a into the second fluid line 14. From the second fluid line 14, the hydraulic fluid flows further into the second chamber 9 of the hydraulic cylinder 7.

[0031] The impeller 16 in the drive chamber 15a of the flywheel assembly 12 is rotated by the flow of hydraulic fluid. The impeller 16 transmits its rotation to the flywheel 18.

[0032] Due to the inertia of the flywheel 18 and the ratio between the hydraulic fluid to be displaced and the rotational speed of the flywheel 18, a flow resistance is formed which opposes the flow of the hydraulic fluid of the inerter 6'.

[0033] The differential equation is F=b*(\ddot(x_1)-\ddot(x_2)). The resistance (the constant b in the differential equation) can be adjusted by the inertia of the flywheel 18 and by the ratio between the fluid to be displaced and the rotational speed of the flywheel 18. Such a system has already been successfully used, for example, in Formula 1 cars.

[0034] Document DE 34 42 622 C2 illustrates an example of an air spring device.

[0035] Document US 2009 / 0139225A1 describes a hydraulic inert mechanism.

[0036] Document DE 10 2009 002260 A1 discloses a vehicle according to the preamble of claim 1.

[0037] The proposed solutions have generally proven effective. However, there is a constant need for improved spring designs.

[0038] Therefore, the task is to provide an improved spring arrangement.

[0039] Another task is to create an improved method for controlling a spring assembly.

[0040] The problem is solved by the subject matter of claim 1.

[0041] The method according to claim 11 solves the further problem.

[0042] One idea of ​​the invention is to replace an air spring in a spring arrangement with a conventional spring (not adjustable in stiffness) by installing a switchable inert element in parallel to the conventional spring.

[0043] A vehicle according to the invention, in particular a commercial vehicle, with a suspension arrangement for the vehicle, comprising a base and a superstructure, wherein the suspension arrangement comprises at least one spring, at least one damper and at least one inert element, wherein the at least one first spring, the at least one damper and the at least one inert element are each connected on one side to the superstructure and on the other side to the base, is provided, wherein the at least one inert element has an actuating device.

[0044] One advantage of the invention is that no pneumatically adjustable air spring is required. Therefore, a compressed air supply is also unnecessary. This is particularly beneficial for electric vehicles and / or vehicles with electromechanical braking systems, as it eliminates the need for a compressed air system (compressor). This saves costs, and compressed air is also very inefficient in terms of energy consumption.

[0045] By means of the actuator, the inert is a switchable or controllable inert, with which it is easy to adapt to different load conditions.

[0046] A method according to the invention for providing a vehicle, in particular a commercial vehicle, and for controlling a suspension arrangement for the vehicle, comprising a base and a superstructure, wherein the suspension arrangement comprises at least one spring, at least one damper and at least one inert element, wherein the at least one spring, the at least one damper and the at least one inert element are each connected on one side to the superstructure and on the other side to the base, is provided.The method comprises the following steps: VS1) providing the spring assembly with at least one spring, at least one damper and at least one hydraulic inert with at least one flywheel assembly with an actuating device, wherein the inert is in a first operating state with a first moment of inertia adapted to an empty load state of the vehicle; VS2) adjusting the inert by means of the actuating device to a second operating state with a second moment of inertia adapted to a partial load of the vehicle; and VS3) adjusting the inert by means of the actuating device to a third operating state with a third moment of inertia adapted to a fully loaded state of the vehicle.

[0047] The spring assembly advantageously no longer requires a compressed air connection. Adjustment to the load conditions is achieved via the switchable or controllable inert valve. This allows for optimal operation of the spring assembly.

[0048] Advantageous embodiments of the invention are specified in the dependent claims.

[0049] In one embodiment, a first operating state of the inerter is set in a first position of the actuating device, in which the inerter exhibits a first inertia, while in a second position of the actuating device, a second operating state of the inerter is set in which the inerter exhibits a second inertia that differs from the first inertia. This is advantageous because the inerter can be switched or adjusted in a simple manner.

[0050] In another embodiment, the actuator has more than two positions, corresponding to more than two operating states of the inert system with different inertias. This allows for a beneficial expansion of its application range.

[0051] Furthermore, in a further embodiment for a further advantageous increase in the range of applications, it is provided that the adjusting device has stepwise intermediate positions or stepless adjustment between two positions.

[0052] According to the invention, the at least one inert element is a hydraulic inert element with at least one flywheel assembly. This design is advantageously compact.

[0053] It is further stipulated that the actuator has at least one bypass with an actuating element, wherein the at least one bypass bridges the at least one flywheel assembly in one position of the actuating element and is closed in another position of the actuating element. Such an actuating element can be, for example, an adjustable throttle or a solenoid valve. This is advantageous because these are commercially available components of high quality.

[0054] If the actuator of at least one bypass has a closed state and an open state, or has a stepwise or stepless transition from the closed state to the open state and back, the advantage of adjustability with many positions is achieved.

[0055] Another embodiment provides that the inert system has at least one electric motor as an actuating device, which is directly or indirectly coupled to a flywheel of at least one flywheel assembly. This offers the advantageous possibility of keeping the natural frequency of the assembly almost constant using a non-adjustable spring.

[0056] According to the invention, the inert device comprises at least one flywheel assembly with a flywheel having a variable moment of inertia, which forms the actuating device. This design is advantageously compact.

[0057] For this purpose, a suitable adjusting mechanism has adjustable mass elements and / or can adjust these within the flywheel. Such an adjusting mechanism could, for example, be a lever mechanism with a motor or electromagnetic drive.

[0058] The at least one inert element is arranged parallel to the at least one spring and the at least one damper. This results in the advantage of a compact and space-saving design.

[0059] Another embodiment provides that the at least one inert element integrates the function of the at least one damper. This allows the at least one damper in the spring assembly to be advantageously omitted.

[0060] An additional design includes combinations with other elements from mechanical networks that are suitable for increasing the insulation effect, e.g. tuned mass absorbers or tuned mass absorbers coupled via negative stiffnesses (known as the K-damper concept).

[0061] In another advantageous embodiment, at least one spring is a non-adjustable spring. This allows for the use of a cost-effective, high-quality component.

[0062] Another embodiment of the method involves adjusting the inert meter from one operating state to another using the adjusting device in steps and / or continuously. This is advantageous because it allows for finer adjustments.

[0063] It is advantageous if the adjustment of the inert system is carried out by means of an actuating device in the form of an electric motor coupled to a flywheel mechanism of the inert system. An electric motor is advantageously easy to control and is available in high quality at a lower cost.

[0064] A further advantage arises in a design where the electric motor coupled to the flywheel assembly of the inert unit can also perform leveling of the spring assembly. This is particularly advantageous for height adjustment during loading / unloading at a ramp, as this leveling function can be integrated.

[0065] In a further embodiment of the method, it is also advantageous if the flywheel device of the inert is switched to generator operation and can thus also be used simultaneously to dampen the flywheel for recuperation of electrical energy, energy harvesting and / or optimal adjustment of the damping of the spring arrangement.

[0066] In another embodiment of the method, it is also advantageous if the adjustment of the inert is carried out by changing a moment of inertia of the flywheel of the at least one flywheel device by means of the adjusting device.

[0067] A particular advantage of the invention is that, by using the switchable or controllable inert, an almost constant natural frequency of the structure can be achieved for both the loaded and unloaded states of an associated vehicle.

[0068] Exemplary embodiments of the invention are described below with reference to the accompanying drawings. These exemplary embodiments serve only to illustrate the invention using preferred designs, but do not represent the invention exhaustively. Therefore, other exemplary embodiments, as well as modifications and equivalents of the illustrated embodiments, are also feasible within the scope of the claims.

[0069] They show: Figure 1 is a schematic symbolic representation of a suspension arrangement according to the prior art; Figure 2 is a schematic perspective sectional view of a hydraulic inert system according to the prior art; Figure 3 is a schematic block representation of a suspension arrangement according to the invention; Figure 4 is a schematic perspective sectional view of a non-inventive example of a hydraulic inert system; Figures 5-6 are schematic perspective sectional views of a non-inventive example of an inert system in the Figure 5 and an inert according to the invention in the Figure 6 Figures 7-8 show graphical representations of transfer functions and natural frequencies of the spring arrangement according to the invention; and Figure 9 shows a schematic flow diagram of a method according to the invention.

[0070] The terms "below", "above", "left", "right", "underside", "topside" refer to the arrangements in the figures.

[0071] Figure 1 and 2 are already described above.

[0072] Figure 3 shows a schematic block representation of an embodiment of a suspension arrangement according to the invention 1.

[0073] The suspension arrangement 1 according to the invention comprises at least one spring 4, at least one damper 5 and additionally an inert element 6 with an actuating device SE.

[0074] In this example, the inerter 6 is a hydraulic inerter 6. The inerter 6 is arranged parallel to the at least one spring 4 and the at least one damper 5. The first inerter mounting 6a is connected to the base on the piston rod 10, while the second inerter mounting 6b is connected to the hydraulic cylinder 7 and the assembly 3.

[0075] The hydraulic inerter 6 can be switched or adjusted from a functional position to a passive position by means of the adjusting device SE. In other words, the inerter 6 can be switched on or off with respect to the spring 4 and the damper 5.

[0076] Furthermore, the inerter 6 can be adjusted to intermediate levels using the SE actuator, which can be implemented in various ways. This is described in more detail below.

[0077] This switching option allows the natural frequency of the assembly with the spring arrangement 1 to be kept almost constant by means of the adjusting device SE, whereby the spring 4 can be a non-adjustable spring.

[0078] In this way, the adjustable inert 6 can be used to virtually increase the mass of the assembly with the spring arrangement 1 or to adjust the natural frequency.

[0079] All types of inerters can be used. In the examples shown, the hydraulic inerter 6 is used.

[0080] In Figure 4 A schematic perspective sectional view of a first non-inventive example of a hydraulic inert device 6 is shown.

[0081] The inerter 6 is a switchable or controllable inerter 6 and in the example shown has two flywheel devices 12, 12' and an actuating device SE.

[0082] The flywheel devices 12, 12' are arranged in series and connected to each other via fluid lines 13a, 13b.

[0083] The first flywheel assembly 12 is bypassed by a first bypass 19, and the second flywheel assembly 12' is bypassed by a second bypass 19'.

[0084] The first bypass 19 is connected to the first fluid line 13 upstream of the first flywheel assembly 12 via a first bypass line 19a. The first bypass line 19a is connected to a second bypass line 19b via an actuator 20. The second bypass line 19b communicates with the second chamber 9 of the hydraulic cylinder 7.

[0085] The second bypass 19' is connected to fluid lines 13a and 13b upstream of the second flywheel assembly 12' via a first bypass line 19'a. The first bypass line 19'a is connected to a second bypass line 19'b via an actuator 20'. The second bypass line 19'b also communicates with the second chamber 9 of the hydraulic cylinder 7, just like the second bypass line 19b.

[0086] The first bypass 19 with the actuator 20 and the second bypass 19' with the actuator 20' form the actuator SE of the inert unit 6.

[0087] The actuators 20, 20' are, in one version, simple valves with one closed and one open position. In another version, the actuators 20, 20' can have multiple stages or be continuously adjustable. The actuators 20, 20' are electrically actuated, e.g., as solenoid valves, motorized control valves, or the like.

[0088] The actuating elements 20, 20' can also be designed as adjustable throttles.

[0089] The actuation of the actuators 20, 20' or the actuating devices SE, SE' can be carried out by means of a control unit, which is not shown here, and / or manually.

[0090] The switchable inert 6 can assume three operating states.

[0091] In the first operating state, the two flywheel assemblies 12, 12' are bypassed by the open bypasses 19, 19' (open actuators 20, 20'). The flow of hydraulic fluid in the first fluid line 13 is thus directed through the first bypass 19 into the second chamber 9 of the hydraulic cylinder 7 without the resistance of the first flywheel assembly 12. In the first operating state, the inerter 6 exhibits a first moment of inertia.

[0092] The second operating state, in which the inerter 6 exhibits a second moment of inertia, is achieved by opening only the actuating element 20' of the second bypass 19'. In this state, only the second flywheel assembly 12' is bypassed. The first flywheel assembly 12 then acts on the flow of the hydraulic fluid with its resistance.

[0093] And in the third operating state, the actuating elements 20, 20' of the two bypasses 19, 19' are closed, with both flywheel devices 12, 12' acting by adding their two resistances in series. In this third operating state, the inertial device 6 exhibits a third moment of inertia.

[0094] The first, second, and third mass inertia differ from each other.

[0095] In one variant, not shown but easily imaginable, for example, only one flywheel assembly 12, 12' with a bypass 19, 19' may be present. It is also possible that both flywheel assemblies 12, 12' are provided with only one flywheel assembly 12, 12' bypassed by a bypass 19, 19'.

[0096] Of course, another variant with more than two flywheel devices 12, 12' with associated or fewer bypasses 19, 19' is also conceivable.

[0097] If the actuating elements 20, 20' have several stages or are continuously adjustable, a particularly diverse setting of the inerter 6 is possible due to the flow resistances that can be varied in this way.

[0098] By switching off or partially switching on the inert 6, the natural frequency of the structure 3 or the spring arrangement 1 can be adjusted to suit the load conditions. For example, two inerts 6 can be used, each of which can be switched on or off via bypass 19, 19'.

[0099] The damping can therefore be adjusted by partially switching the bypasses (throttles) on and off, or via the gap between the flywheel 18 and the flywheel housing 17 when the flywheel 18 is located inside the chamber 17a of the flywheel housing 17.

[0100] A damping function can be generated wholly or partially by the inerter 6. This makes it possible to integrate the damper 5 into the inerter 6.

[0101] Figure 5 and 6 represent schematic perspective sectional views of variants of the inert device 6 according to the invention.

[0102] In the non-inventive variant of the inert 6 in Figure 5 The flywheel 18 of the flywheel assembly 12 is positioned on the outside. This allows the inertia of the inert element 6 to be changed within certain limits by simply replacing the flywheel 18.

[0103] The inerter 6 can be used as an "active" inerter 6 by means of an electric motor 21. In this configuration, the electric motor 21 engages with the flywheel 18 via a motor pinion 22. The motor pinion 22 engages with the flywheel 18 directly or indirectly, for example via a gearbox. The motor pinion 22 and the flywheel 18 have corresponding teeth. The electric motor 21, together with a control unit (not shown), forms the actuating device SE.

[0104] The gearbox is ideally designed with a very high reduction ratio if the electric motor 21 has a high rotational speed compared to the flywheel 18. Conversely, the electric motor 21, together with its control unit, can also be designed for low rotational speeds.

[0105] The electric motor 21 can also use the impeller, which is non-rotatably connected to the flywheel 18, as a pump impeller for so-called leveling, i.e., height adjustment of the superstructure 3 relative to the base 2, thereby generating the leveling effect. This results in an adjustment between the piston rod 10 and the hydraulic cylinder 7 in the z-direction or in the opposite z-direction.

[0106] Once a desired height is set, the electric motor 21 is switched off. The coupling of the electric motor 21 to the flywheel 18, e.g., a gearbox, is designed to be self-locking to prevent automatic reset under load. This can also be prevented by means of a switchable valve in the fluid lines 13, 14.

[0107] For further adjustments of the inert 6 to the installation situation between superstructure 3 and base 2, suitable extensions and / or adjustment gears can be inserted between piston rod 10 and base 2 or hydraulic cylinder 7 and superstructure 3.

[0108] Another function is possible when this electric motor 21 is switched to generator mode (by the control unit) and is thus also used to dampen the flywheel 18 (recuperation of electrical energy, 'energy harvesting', optimal adjustment of the system's damping).

[0109] Combinations with integrated leveling variants are possible, e.g. with gearbox, lifting device, K-damper.

[0110] Figure 6 Figure 1 shows a variant of the inert device 6 according to the invention, in which the flywheel assembly 12 has a flywheel 18 with a variable moment of inertia. A suitable adjusting mechanism 23 can be used for this purpose. This is indicated by the double arrow. The adjusting mechanism 23 can, for example, have radially adjustable mass elements. In this case, the flywheel 18 is arranged externally. However, it is also possible for the flywheel 18 and the adjusting mechanism 23 to be arranged inside the flywheel housing 17, with the adjusting mechanism 23 being adjustable from the outside, for example, by means of a suitable lever mechanism.

[0111] In Figure 7 Graphical representations of transfer functions and natural frequencies of the spring arrangement 1 according to the invention are shown.

[0112] Figure 8shows the natural frequencies in an enlarged view.

[0113] Three graphs (24, 25, 26) are given as step response, Bode plot, pole-zero plot and natural frequency.

[0114] Graph 24 corresponds to a typical loading condition of the structure 3 or the spring arrangement 1' ( Figure 1 ). Graph 25 shows an empty loading state, while graph 26 illustrates the empty loading state with an added inert 6.

[0115] It can be seen that the natural frequency for the conventional body 3 of a commercial vehicle is approximately 1.2 Hz when loaded and over 3 Hz when empty. With the help of the connected inerter 6, the natural frequency for the empty commercial vehicle can be brought back into the range of the loaded commercial vehicle. Generally, depending on the load and the switching capability of the inerter 6, natural frequencies in the range between 1 Hz and 2 Hz are achievable, so that a natural frequency within the target range can be achieved even with a constant spring rate.

[0116] The transfer function with inert 6 is: xT = s ∧ 2 b + s * d + c / s ∧ 2 * mT + b + s * d + c * u

[0117] The natural frequency can be adjusted depending on the load (mass mT) by adjusting the variable b.

[0118] The transfer function without inert 6 (b=0) is: xT = s * d + c / s ∧ 2 * mT + s * d + c * u

[0119] Combinations with other measures to influence the transfer function are also possible, such as K-dampers or TMA (Tuned Mass Absorbers).

[0120] Figure 9 presents a schematic flowchart of a method according to the invention for controlling the suspension arrangement 1 Figure 3 in connection with the Figures 4 to 6 dar.

[0121] In a first process step VS1, the spring assembly 1, comprising a spring 4, a damper 5, and a switchable inerter 6, is provided by means of the actuating device SE. The inerter 6 is in a first operating state with a first moment of inertia adapted to an empty load state of an associated vehicle.

[0122] In a second process step VS2, the inerter 6 is adjusted to a second operating state with a second mass inertia, which is adapted to a partial load of the associated vehicle, by means of the adjusting device SE.

[0123] In a third process step VS 3, the inerter 6 is adjusted with the actuating device SE into a third operating state with a third moment of inertia, which is adapted to a fully loaded state of the associated vehicle.

[0124] The change from one operating state of the inerter 6 to another is carried out in steps and / or continuously.

[0125] In another operating state of the inerter 6, the spring arrangement 1 is leveled using an electric motor 21, which is coupled to a flywheel device 12 of the inerter 6.

[0126] The electric motor 21 is used as a generator in a further operating state of the switchable inert unit 6.

[0127] The adjustment or switching of the inert 6 can also be carried out by changing a moment of inertia of the flywheel 18 of the flywheel assembly 12, 12'.

[0128] The invention is not limited by the embodiments described above, but can be modified within the scope of the claims. Reference symbol list

[0129] 1, 1' Suspension arrangement 2 Base 3 Structure 4 Spring 5 Damper 6, 6' Inerter 6a, 6b Inerter mounting 7 Hydraulic cylinder 8, 9 Chamber 8a, 9a Inlet / outlet opening 10 Piston rod 10a Longitudinal axis 11 Piston 12 Flywheel assembly 12a Pivot axis 13, 13a; 14 Fluid line 15, 15' Drive housing 15a, 15'a Drive chamber 15b, 15'b, 15c, 15'c Inlet / outlet opening 16, 16' Impeller 17, 17' Flywheel housing 17a, 17'a Chamber 18, 18' Flywheel 19, 19' Bypass 19a, 19b; 19'a, 19'b Bypass line 20, 20' Actuator 21 Electric motor 21a Motor shaft 22 Motor pinion 23 Actuating mechanism 24, 25, 26 Graph SEStelleinrichtung VS1-3Procedure step zCoordinate

Claims

1. Vehicle, in particular a commercial vehicle, with a suspension arrangement (1, 1') for the vehicle, a base (2) and a body (3), wherein the suspension arrangement (1) comprises at least one spring (4), at least one damper (5) and at least one inerter (6, 6'), wherein the at least one spring (4), the at least one damper (5) and the at least one inerter (6, 6') are connected on the one hand to the body (3) and on the other hand to the base (2), wherein the at least one inerter (6) has an adjustment device (SE), wherein the at least one inerter (6) is a hydraulic inerter (6) with at least one flywheel unit (12, 12'), characterized in that the flywheel unit (12, 12') has a flywheel (18, 18') with a variable moment of inertia, which forms the adjustment device (SE) with an adjustment mechanism (23) comprising radially adjustable mass elements.

2. Vehicle according to claim 1, characterized in that in a first position of the adjustment device (SE) a first operating state of the inerter (6) is set, in which the inerter (6) has a first inertia, wherein in a second position of the adjustment device (SE) a second operating state of the inerter (6) is set, in which the inerter (6) has a second inertia, which differs from the first inertia.

3. Vehicle according to claim 1 or 2, characterized in that the adjustment device (SE) has more than two positions which correspond to more than two operating states of the inerter (6) with different inertias.

4. Vehicle according to claim 3, characterized in that the adjustment device (SE) has stepwise intermediate positions or a stepless adjustment between two positions.

5. Vehicle according to any one of the preceding claims, characterized in that the adjustment device (SE) has at least one bypass (19, 19') with an actuator (20, 20'), wherein the at least one bypass (19, 19') bridges the at least one flywheel unit (12, 12') in one position of the actuator (20, 20') and is closed in another position of the actuator (20, 20').

6. Vehicle according to claim 5, characterized in that the actuator (20, 20') of the at least one bypass (19, 19') has a closed state and an open state or has a stepwise or stepless transition from the closed state to the open state and back.

7. Vehicle according to any one of the preceding claims, characterized in that the inerter (6) has at least one electric motor (21) as an adjustment device (SE), which is coupled directly or indirectly to a flywheel (18, 18') of the at least one flywheel unit (12, 12').

8. Vehicle according to any one of the preceding claims, characterized in that the at least one inerter (6) is arranged parallel to the at least one spring (4) and to the at least one damper (5).

9. Vehicle according to any one of the preceding claims, characterized in that the at least one inerter (6) has the function of the at least one damper (5) in an integrated manner.

10. Vehicle according to any one of the preceding claims, characterized in that the at least one spring (4) is a non-adjustable spring.

11. Method for providing a vehicle, in particular a commercial vehicle, according to any one of claims 1 to 10 and for controlling the suspension arrangement (1) for the vehicle, wherein the method includes the following method steps: VS1) Providing the suspension arrangement (1) with at least one spring (4), at least one damper (5) and at least one hydraulic inerter (6) with at least one flywheel unit (12, 12') with an adjustment device (SE), wherein the inerter (6) is in a first operating state with a first inertia that is adapted to an empty load state of the vehicle; VS2) Adjusting the inerter (6) by means of the adjustment device (SE) into a second operating state with a second inertia adapted to a partial load of the vehicle; and VS3) Adjusting the inerter (6) by means of the adjustment device (SE) into a third operating state with a third inertia adapted to a fully loaded state of the vehicle.

12. Method according to claim 11, characterized in that the adjustment of the inerter (6) by means of the adjustment device (SE) from one operating state to another is carried out in steps or / and steplessly.

13. Method according to claim 11 or 12, characterized in that the adjustment of the inerter (6) is carried out by means of the adjustment device (SE) in the form of an electric motor (21) which is coupled to a flywheel unit (12, 12') of the inerter (6).

14. Method according to claim 13, characterized in that the electric motor (21) coupled to the flywheel unit (12, 12') of the inerter (6) performs a leveling of the suspension arrangement (1).

15. Method according to claim 13 or 14, characterized in that the electric motor (21) coupled to the flywheel unit (12, 12') of the inerter (6) is switched to generator mode and is thus also used simultaneously to damp the flywheel (18) for recuperation of electrical energy, energy harvesting and / or optimum adjustment of the damping of the spring arrangement (1).

16. Method according to any one of claims 11 to 12, characterized in that the adjustment of the inertia (6) is carried out by changing a moment of inertia of the flywheel (18) of the at least one flywheel unit (12, 12') by means of the adjustment device (SE) with the adjusting mechanism (23), which has radially adjustable mass elements.