METHOD FOR INFLUENCING THE MOVEMENT OF A VEHICLE BODY OF A VEHICLE AND VEHICLE

Description

[0001] The invention relates to a method for influencing the movement of a vehicle body, wherein at least one body movement information of the vehicle body is determined at at least one measuring point of the vehicle body by means of a sensor system. The invention also relates to a vehicle comprising a vehicle body, a sensor system, and a control and / or regulation system.

[0002] Dampers, or shock absorbers, have the task of damping vibrations of the vehicle body on the suspension springs and the vibrations of the vehicle's wheels on the tire springs. Without damping, the body vibrations would become too great at the natural frequency, negatively impacting both ride comfort and driving safety. Conversely, dampers that are too stiff reduce ride comfort but improve road contact. Shock absorbers are particularly safety-relevant components of a vehicle's suspension system, rapidly damping the vibrations of the sprung mass and reducing the vibrations of the unsprung mass on the tire springs.

[0003] For example, three damping systems are used for vehicles, where an actuator can be connected in parallel to a spring assembly between the wheel and the body. Passive, semi-active, and active damping systems are known. With passive damping systems, changing the damping force during driving is not possible. With semi-active damping systems, the damping force can be changed by altering the flow of oil fluid using one or more valves. In this way, the damping characteristics can be modified. Semi-active damping systems operate purely by absorbing energy. With active damping systems, a desired damping force can be provided in either a damping or energy-transferring manner in any direction.

[0004] Conventional suspension systems that rely solely on body movement create a conflict between good body movement and ride comfort. Therefore, a compromise must be found in a controlled suspension system.

[0005] A widely used control model is the so-called Skyhook damper. This approach is based on the idea that optimal suspension comfort is achieved when the vehicle's oscillating body is damped not against the uneven road surface, but against the sky. In a thought experiment, the damper is positioned not between the body and the wheel, but between the body and a tow hook suspended from the sky. Within this thought experiment, the actual damper is then expected to exert the same force as the Skyhook damper.

[0006] Such wheel-frequency control, involving the switching of a single-valve damper back and forth during each compression / rebound stroke, is subject to disadvantages due to sensor latencies, measurement inaccuracies, damper actuation speeds, and system inertia. Furthermore, the high-frequency switching of the damper generates so-called "clunking" noises, which are perceived as unpleasant by drivers or customers. Previously, algorithms caused by such high switching speeds were addressed by damping the actuation speed. However, this leads to further latencies in the actuation rate and phase shift, thus negating the actual advantages of the Skyhook controller.

[0007] For example, DE 10 2008 052 990 A1 discloses a method for generating signals to influence the movement of a vehicle body that is controllable or adjustable. In this method, the control is based on the body movement, taking into account the skyhook approach. For example, from " Kashem Saad Bin Abul ET AL: "A modified skyhook control system (SKDT) to improve suspension control strategy of vehicles", 2014 International Conference on Informatics, Electronics & Vision (ICIEV), 2014-05-23, IEEE, May 23, 2014(2014-05-23), page 1-8, XP032616166, DOI: 10.1109 / ICIEV.2014.6850696, ISBN: 978-1-4799-5179-6, [found on 2014-07-08 ]" A modified Skyhook control strategy for a semi-active suspension system of a vehicle is known.

[0008] Furthermore, it describes "PEPE G ET AL, "VFC - Variational Feedback Controller and its application to semi-active suspensions", MECHANICAL SYSTEMS AND SIGNAL PROCESSING, ELSEVIER, AMSTERDAM, NL, Vol.76, (2016-02-15), pages 72-92, DOI:10.1016 / J.YMSSP.2016.01.002, ISSN 0888-3270, XP029494398 " A control strategy that attempts to develop a special case of the Pontryagin technique, enabling the transition from an open-loop control program to a closed-loop controller—an opportunity generally not exploited by based controls. This novel approach is systematically applied here to reveal an entire family of new controllers. As a special case, this method also provides a rigorous theoretical foundation for skyhook and groundhook control.

[0009] Furthermore, US 5,322,320 A discloses a method according to the preamble of claim 1 and describes a shock absorber system for a vehicle which uses at least one high-frequency component that incorporates spring mass vibrations as a factor for controlling a damping force of a shock absorber. The system provides a lower damping force of the shock absorber with a larger magnitude of the high-frequency component when signs of a sprung mass velocity and a relative velocity between a spring mass and an unsprung mass coincide.

[0010] Therefore, one object of the present invention is to solve the aforementioned problems and disadvantages without harshly shifting the vehicle's dampers and without generating noticeable noise. This object is achieved by a method and a vehicle according to the independent claims. Further useful developments are described in the dependent claims.

[0011] One aspect of the invention relates to a method for influencing the movement of a vehicle body, wherein at least one body movement information of the vehicle body is determined at at least one measuring point of the vehicle body by means of a sensor system, comprising: Determine at least one damper movement information from at least one damper of the vehicle, which can influence the movement of the vehicle body, by means of a sensor system; provide the determined at least one damper movement information and the determined at least one body movement information to an evaluation unit; determine an adjustment parameter as a function of a ratio between the at least one damper movement information and the at least one body movement information by the evaluation unit; provide the at least one body movement information as the first input variable to a control and / or regulation unit of the vehicle, with which the at least one damper can be controlled, and provide the determined adjustment parameter as the second input variable to the control and / or regulation unit;Determining at least one control signal as a function of the first and second input variables using the control unit and providing the control signal as an output variable of the control unit; and controlling the at least one damper with the determined at least one control signal, thereby influencing the movement of the vehicle body.

[0012] The proposed method improves passenger comfort in a vehicle. It allows for smoother, and in particular more harmonious, vehicle body movement, as the at least one damper is controlled not only based on the body movement but also taking the damper's movement into account. By considering both damper and body movement information, the at least one damper can be controlled and operated in such a way that high gradients in the damping process are prevented and the damper's control is phase-accurate.Furthermore, by controlling at least one damper while taking into account damper movement information and body movement information, the aforementioned problems of noise disturbances in the vehicle can be prevented, and in particular reduced. Thus, a passenger in the vehicle's passenger compartment will not perceive the damping process as disturbing.

[0013] By taking into account the setting parameter for controlling at least one damper, this damper can be switched or operated smoothly, thus avoiding unnecessarily harsh switching. This is reflected in a more harmonious damping of the vehicle body or the vehicle itself.

[0014] In particular, the proposed method enables a phase-controlled "skyhook controller approach" with a reduction in control gradients. In other words, the proposed method allows the advantages of prior art "skyhook controllers" to be retained in addition to the advantages of the method according to the invention mentioned above.

[0015] Using the proposed method, a single-valve damper can be modified, parameterized, and / or adapted via software to mimic the behavior of a two-valve damper. This eliminates the need for expensive, complex, and more elaborate two-valve dampers. This is achieved by operating a single-valve damper using the method according to the invention. In particular, this minimizes installation space, costs, and design time.

[0016] In particular, the proposed method resolves the conflicting objectives of "the vehicle barely moves, but on poor roads, unevenness becomes noticeable, and while soft damper settings prevent road irregularities from being transmitted to the body, this causes the vehicle to oscillate." In other words, the proposed method allows the vehicle's damping to feel comfortable for passengers on both good and poor road surfaces, thus improving ride comfort, and enables the dampers to compensate for road irregularities without causing negative oscillations in the vehicle, especially the body. The proposed method, in particular, improves the balance between ride comfort and driving safety, especially from the customer's perspective.This allows requirements for driving dynamics and especially driving comfort to be met much better.

[0017] By controlling at least one damper with the determined control signal, the damper can subsequently operate discreetly with regard to acoustic disturbances. This also enables a significantly smoother vehicle body while maintaining wheel comfort, especially compared to previously known single-valve systems. Furthermore, the proposed method allows for driving mode-dependent differentiation of the vehicle's handling characteristics. With the aid of the controlled damper, a damped, harmonious movement of the vehicle body can be achieved, providing the vehicle's occupants with a comfortable driving experience.

[0018] The vehicle body refers specifically to the vehicle's body, which is mounted on a load-bearing chassis. The vehicle body's movements are controllable or adjustable. Using a sensor system, which may consist of multiple sensor units or detection units, at least one or more pieces of body movement information can be determined or recorded. The vehicle body can have multiple measuring points, allowing information regarding its movement to be gathered at several locations. This enables the acquisition and collection of comprehensive and detailed information about the vehicle body's movements.For example, the measuring points can be attached to the respective underside of the vehicle body facing the vehicle underbody, so that the measuring points can be referred to as contact surfaces or bearing surfaces. Sensors of the sensor system can then be attached to these contact surfaces.

[0019] For example, the vehicle may have at least one damper or several dampers. For example, the at least one damper or the several dampers may be referred to as shock absorbers or actuators. For example, a damper may be arranged in the area of ​​each vehicle tire. The dampers can dampen the movement of the vehicle relative to the vehicle body. For example, a sensor or sensor unit of a sensor system may be arranged on the at least one damper, with which the movement of the damper can be detected as information. The detected at least one damper movement information and the detected at least one body movement information can be transmitted to the evaluation unit, in particular an electronic evaluation unit or processing unit. For example, the evaluation unit may be part of a control and / or regulation system.It is also conceivable that the evaluation unit is part of a vehicle system, or part of a backend or server system.

[0020] With the aid of the electronic evaluation unit, at least one damper movement information is compared to at least one body movement information. This ratio then allows the adjustment parameter to be determined, calculated, or ascertained. The adjustment parameter could, for example, be a factor or effect factor. Alternatively, a function can be derived from the ratio, where the adjustment parameter can be a value of this function.

[0021] For example, at least one damper can be actuated or controlled by a control unit. This control unit can be referred to as a damper controller or an actuator unit. The control unit, which can be designed as a control module, has two inputs or signal inputs and one output. The first input provides at least one piece of information regarding the structure's movement. Thus, the control unit receives a signal concerning the structure's movement as its first input signal. Furthermore, a signal concerning the setting parameter can be provided as a second input signal. Therefore, the control unit receives two inputs, specifically two input signals, which are processed within the control unit.The input information can be combined or processed using mathematical operations and / or functions. The control unit can output a control signal. This control signal can be used to transmit commands to at least one damper. In particular, the control unit can control multiple dampers in the vehicle. In this case, the control unit can have multiple outputs, providing a control signal for each damper. It is also conceivable that each damper in the vehicle has its own control unit. Furthermore, it is possible to control multiple dampers in the vehicle simultaneously or synchronously using the control signal.In particular, the control of at least one damper is automatic, so that the movement of the vehicle body can be dynamically adapted to the respective driving situation.

[0022] The sensor system can, for example, include wheel path sensors and / or acceleration sensors.

[0023] The vehicle in question can be, in particular, a motor vehicle such as a passenger car or truck. Specifically, the proposed method can be applied to a wide variety of vehicle types.

[0024] In one embodiment of the invention, the vertical dynamics of the vehicle are dynamically adjusted using at least one controlled damper. In particular, the controlled damper allows the vehicle's vertical dynamics to be dynamically adapted to the current driving situation, driving behavior, and / or driving mode. This enables smooth movement of the vehicle body, taking into account the specific conditions. This is especially beneficial when driving on uneven roads or surfaces, such as cobblestones, dirt tracks, or potholes. The dynamically adjusted vertical dynamics of the vehicle or vehicle body can enhance passenger comfort in the passenger compartment.Furthermore, the dynamically adapted driving dynamics are advantageous for the vehicle's cargo. This adapted driving dynamics can result in reduced stress on the load. In particular, the adapted driving dynamics reduce road surface stress, thus lowering the stress on the vehicle itself and significantly extending the service life of the vehicle and its individual components.

[0025] Vertical forces play a crucial role in vertical dynamics. These forces consist primarily of spring and damping forces, which ensure that the vehicle body is supported relative to the chassis and that the vehicle's movements relative to the road surface are kept within limits. In particular, road surface irregularities, roll and pitch movements of the vehicle during lateral and longitudinal maneuvers, as well as internal excitations such as those from the powertrain or wheels / tires, can be considered when adjusting vertical dynamics. These generate vertical forces that act between the chassis and the body. The resulting forces from road surface irregularities, in particular, generate vertical disturbances with respect to vehicle vibrations.The adapted vertical dynamics of the vehicle result in lower body acceleration, reduced roll and pitch movements, lower dynamic wheel load fluctuations, and improved vibration behavior of the vehicle.

[0026] The adapted or optimized vertical dynamics allow the vehicle structure to be maintained similarly to a sport driving mode and preserve, for example, the wheel comfort of a vehicle comfort mode.

[0027] In particular, the adapted vertical dynamics can be used to revise the vertical control.

[0028] In a further embodiment of the invention, it is provided that the at least one control signal is used to control or actuate the at least one damper in such a way that a damper characteristic, in particular a damper stiffness, of the at least one damper is adjusted. In other words, the damper characteristic and / or the damper stiffness of the at least one damper can be changed, adjusted, or parameterized with the aid of the actuated damper, so that the damper is adapted, for example, to the current driving situation, the current driving behavior, and / or the current driving mode of the vehicle. Thus, the damper can be adjusted for improved, harmonious movement of the vehicle body.

[0029] In particular, the vehicle or vehicle structure can be damped or damped depending on the mode or driving mode by means of the adapted or applicable damper stiffness.

[0030] According to the invention, the speed of the vehicle body's movement is determined as at least one piece of body movement information, and the damper speed of the at least one damper is determined as at least one piece of damper movement information. Consequently, speed values ​​or speed-dependent values ​​are used to determine the setting parameter and to determine the at least one control signal. Thus, the control signal can be described as a speed-dependent signal or speed-dependent manipulated variable. In particular, the speed of the moving vehicle body is a speed of the vehicle body in the vertical direction or vertical deflection of the vehicle body. In other words, it is the speed that the vehicle body experiences during its movement.Damper velocity refers to the speed or relative velocity of the damper when the damper performs damping, a damper movement, or a damping process.

[0031] In particular, the movement of the damper, and especially its velocity, involves relative movements of damper components or parts of the damper to one another. Thus, the movement of the damper can be understood as an internal movement. For example, the damper velocity can be considered relative to the direction of spring velocity of a damper's suspension. The speed of the vehicle body and the damper velocity can be determined or recorded using wheel speed sensors or acceleration sensors of the sensor system and / or a sensor system.

[0032] According to the invention, the damper speed is used to determine the setting parameter by relating it to the speed of movement of the vehicle body, whereby a function is formed using this ratio. Thus, for example, a specific function value can be retrieved at any given time using this function, reflecting the respective ratio of damper speed to the speed of movement of the vehicle body at that specific time. In particular, the ratio between the damper speed and the speed of movement of the vehicle body can, for example, be between 0 and 1.Thus, in the specific situation of the vehicle, the ratio between the damper speed and the speed of the vehicle body's movement, adapted to the situation, can be used to control at least one damper. In particular, a specific setting parameter or factor can be provided and processed at any given time using this ratio. The respective factor, as a setting parameter, can be defined by a characteristic curve formed by the previously defined function. This characteristic curve can be parameterized by the respective ratio of the speeds. In other words, the factor, i.e., the setting parameter, can be selected, varied, or parameterized via the damper speed and the speed of the vehicle body's movement.For example, the ratio or function of the two speeds can be used as the input variable for the characteristic curve described above.

[0033] In one embodiment, the output of the control unit is determined by multiplying a time-dependent value of the velocity profile by a corresponding time-dependent function value. This offers the advantage that influencing the vehicle body's movement is a continuous process that can be maintained over a period of time. For example, if the damper is used to compensate for unevenness in the road surface, the damper is activated until the vehicle is traveling on a level surface again.It is particularly advantageous if the same setting parameter or value is not used repeatedly, but rather the setting parameter continuously adapts to the respective situation. This can be done over time.

[0034] The speed of the vehicle body's movement is plotted over time, for example, in a diagram or graph. At each specific point in time, a value can be considered. This value, i.e., the speed of the vehicle body at that moment, is multiplied or updated by a corresponding value of the function representing the ratio of speeds. Thus, each instantaneous speed of the vehicle body is factored by a corresponding instantaneous value of the function representing the speed ratios. This allows for dynamically adjusted control of the damper.In other words, the damper is controlled in a time-coordinated manner, so that a control signal adapted to the current situation of the vehicle or its body can be generated for at least one damper. Consequently, the movement of the vehicle body can be even more harmoniously adjusted or damped, thus increasing ride comfort for the vehicle passengers.

[0035] Furthermore, according to the invention, the current of the at least one damper is varied depending on the damper movement information. This allows the damping characteristics or the damping process of the at least one damper to be varied or adjusted at any time. Depending on the damper movement information, the current level with which the at least one damper is operated can be adjusted. Thus, the current operating state of the at least one damper can be dynamically changed for any given situation. The variable current with which the damper is operated allows, for example, harder or softer damping to be achieved. In particular, the variably adjustable current of the damper is especially advantageous for achieving a particularly smooth movement of the vehicle body.For example, at high damper speeds, the damper's current can be reduced to prevent frequency stiffening. Thus, at very high damper speeds, where the damper can exhibit negative characteristics, this can be counteracted early on by varying the current of at least one damper accordingly.

[0036] According to the invention, the system movement information provides a relationship between the current of the at least one damper and the speed of the movement as a second input variable for the control unit. This allows, for example, a corresponding current or current value to be provided as an input variable for the control unit, which in the prior art was previously used for purely system movement-dependent control of the damper. This provided current or a corresponding signal characterizing the current can be multiplied by the setting parameter, for example, so that the control signal can be determined accordingly and made available to the damper. For example, this can provide an adapted vertical current as an output variable for controlling the at least one damper.

[0037] In other words, the control unit can be understood as multiplying a predetermined current by the velocity ratio via its input side, so that a correspondingly newly determined vertical current is available at the output side for the control or operation of the damper.

[0038] Furthermore, depending on the ratio between the two speeds, the vertical flow can be reduced if the situation requires it. This can be the case, for example, if the damper is not operating or is operating in the wrong direction at a given moment, thus having no effect or a negative effect on the movement of the vehicle body. In this case, the vertical flow on the output side can be reduced.

[0039] In one embodiment, the damper movement information is provided to the evaluation unit via a damper signal, and the body movement information via a body signal, with both the damper and body signals being filtered within a predefined frequency range. For example, the information regarding damper movement and body movement can be provided as digital or electrical signals. For instance, the damper signal can transmit the damper velocity, and the body signal the velocity of the vehicle body movement, to the evaluation unit. To eliminate or suppress any potential interference or disturbances, the body and damper signals can be filtered or pre-filtered.This is achieved using a digital filter, which is either part of the evaluation unit or connected upstream of it. For example, a filter unit can be used to perform parameterizable filtering of the signals at runtime.

[0040] For example, a parameterizable independent filtering of setup and damper position signals can thus be achieved at runtime.

[0041] In a further embodiment of the invention, the setting parameter is changed depending on the vehicle's driving mode. In other words, the setting parameter, i.e., the factor or function value of the speed ratio function, can be set or adjusted depending on the current driving mode of the vehicle. This can be done, for example, with the help of the control unit. This has the advantage that, depending on the driving mode, a different driving situation and, in particular, a different load on the vehicle, especially the chassis, exists. For example, the driving mode could be a sport mode, comfort mode, eco mode, or off-road mode. The currently selected driving mode has a particular influence on the damping of the vehicle body and, in particular, the damping of the vehicle in general.In particular, the setting parameter or a characteristic curve of the setting parameter can be applied variably via the currently selected driving mode, thus enabling qualitatively different driving behaviors for different selected driving modes. This can also increase the perceived differentiation between the individual driving modes for the vehicle's passengers and / or the driver.

[0042] In a further embodiment, it is provided that vehicle information, vehicle load information, and / or environmental information are additionally taken into account for controlling at least one damper. This allows the damping of the vehicle or vehicle body, whether currently being performed or about to be performed, to be more situation-dependent and, in particular, more situation-adapted, since the various influencing factors that affect the damping or the movement of the vehicle body are taken into account. For example, specific signals regarding vehicle information, load information, and / or environmental information can be provided to the control unit so that they can be considered when controlling the damper.

[0043] For example, vehicle information can include the current status of the vehicle and / or its components and / or systems. Load information can characterize the type, extent, weight, and / or size of the cargo carried in the vehicle. This information can be determined and provided by vehicle systems and / or control units. Environmental sensors and / or external information sources can provide specific environmental information about the vehicle's surroundings. Of particular importance here are details such as impending road damage or the condition of the road ahead, as well as weather information.Likewise, numerous other extensive pieces of information can be taken into account for controlling at least one damper in order to achieve the most harmonious movement of the vehicle body possible.

[0044] An unclaimed aspect of the disclosure relates to a control and / or regulation system comprising a control and / or regulation unit, at least one damper, and an evaluation unit, wherein the control and / or regulation system is configured to perform a method according to one of the preceding aspects or an advantageous further development thereof. In particular, the method described above can be performed with the control and / or regulation system just described. For example, the control and / or regulation system can be described as an intelligent, electronic vehicle damping system. Optionally, the control and / or regulation system can be described as an electronic system for influencing the movement of a vehicle body.

[0045] In one embodiment of the previously described unclaimed aspect, it may be provided that the at least one damper is designed as a single-valve control damper, in particular as a semi-active shock absorber. In particular, the damper may be designed or configured such that the smoothest possible movement of the vehicle body can be achieved.

[0046] Another aspect of the invention relates to a vehicle with a control and / or regulation system according to the unclaimed aspect or an advantageous further development thereof.

[0047] In particular, the vehicle can be a passenger car or a truck. For example, the vehicle can have two dampers per axle, so that there is a damper at each wheel suspension or in each area of ​​a wheel. This allows the vehicle to counteract unevenness in the road surface through damping. For example, the control system can be used to control several, especially all, of the vehicle's dampers, and in particular to control them synchronously.

[0048] The following describes exemplary embodiments of the invention. This is illustrated by: Fig. 1 a schematic representation of a vehicle and a control and / or regulation system; Fig. 2 an exemplary block diagram of a control and regulation unit of the control and / or regulation system, not according to the invention. Fig. 1 Fig. 3 shows exemplary time courses of the speed of a movement of a vehicle body of the vehicle. Fig. 1 ; Fig. 4 shows an exemplary time course of the damper stiffness of a damper of the vehicle from Fig. 1 ; and Fig. 5 shows an embodiment of the control and regulation unit of the control and / or regulation system according to the invention. Fig. 1 .

[0049] In the figures, functionally identical elements are each provided with the same reference symbols.

[0050] In the Fig. 1 For example, vehicle 1 is shown. Vehicle 1 could be, for example, a motor vehicle.

[0051] The motor vehicle 1, for example, has four wheels 2, 3 (only two of the four wheels are visible in the side view shown). The wheels 2, 3 can be attached to or connected to a vehicle body 4 of the vehicle 1 by means of a respective wheel suspension. The vehicle body 4 includes, for example, the vehicle body with the passenger compartment or passenger interior. A damper 5 can be arranged, for example, between the wheels 2, 3 and the vehicle body 4. The damper 5 can be, for example, a shock absorber, a semi-active shock absorber, a single-valve control damper, or a shock absorber of another design. The respective dampers 5, or damper 5, can be arranged parallel to a spring (not shown). In particular, the damper 5 is designed as a semi-active shock absorber.With a damper 5 designed in this way, the damping force can be varied by applying a control signal to an actuating device 6 of the damper 6.

[0052] The actuating device 6 can, for example, be designed as an electromagnetic valve, so that the control signal is a control current for the valve.

[0053] For example, a control and / or regulation system 7, particularly a central one, can be provided with which at least one damper 5 or several dampers 5 of the vehicle 1 can be controlled and / or regulated. Thus, with the help of the control and / or regulation system, the damper 5 can be controlled and, in particular, regulated according to the current damping requirement of the vehicle 1.

[0054] For example, the vehicle body 4 moves or oscillates when the vehicle 1 travels over uneven roads or uneven ground. To compensate for this, the damper 5 is required. This damper can be controlled or regulated accordingly by the control system 7. In particular, the control system 7 can influence the movement 8 of the vehicle body 4, which is controllable or regulated in its motion sequences. This ensures that the ride comfort for the passengers of the vehicle 1 is not impaired, even on uneven roads. Specifically, the movement 8 of the vehicle body 4 can be influenced vertically (in the z-direction), i.e., perpendicular to the road or the underbody of the vehicle 1.

[0055] In order to achieve a harmonious and comfortable movement or compensating movement of the vehicle body 4 with the aid of the damper 5, certain control variables are required. Firstly, at least one body movement information 26 (compare Fig. 2 The movement 8 of the vehicle body 4 is determined or recorded at at least one measuring point 9 of the vehicle body 4 by means of a sensor system 10. In particular, this can be carried out at one location, i.e., at measuring point 9, or several, i.e., different, measuring points 9 or measuring positions can be used. For example, the sensor system 10 can have at least one acceleration sensor, in particular a vertical acceleration sensor 11. This can, for example, be permanently arranged or attached to the vehicle body 4, in particular in the area of ​​measuring point 9.

[0056] Furthermore, at least one damper movement information 32 regarding a movement 12 of the damper 5 can be detected or determined by means of a sensor system 13. The movement 12 of the damper 5 is an internal movement of the damper 5, i.e., a relative movement of two damper parts 14, 15 to each other.

[0057] For example, the sensor system 13 can have at least one sensor, in particular a displacement sensor 16. In particular, a displacement sensor 16 can be arranged at each wheel 2, 3 of the vehicle 1. For example, the displacement sensors 16 can be configured as relative sensors, so that they measure a change in the distance of the vehicle body 4 from a respective wheel 2, 3. Likewise, the displacement sensors 16 can be configured as rotation angle displacement sensors.

[0058] For example, the sensor systems 10, 13 can be communicatively networked or considered as a higher-level system.

[0059] For example, the control and / or regulation system 7 can be part of the vehicle 1 or be designed separately and include an electronic evaluation unit 17. For example, the electronic evaluation unit 17 can be a control unit. With the aid of the evaluation unit 17, the information regarding movement 8 and movement 12 can be processed and, in particular, made available to the control and / or regulation system 7. Furthermore, the control and / or regulation system 7 can be connected via signal or control lines to the actuator 6 of the damper 5, the displacement sensors 16, and the acceleration sensors 11. In particular, the movements 8 and 12 have a direction in the z-direction or opposite to the z-direction.

[0060] The Fig. 2 Figure 1 shows a block diagram of a control unit 18. For example, the control unit 18 could be a damper controller for controlling the damper 5. For example, the control system 7 could have a control unit 18 by means of which all dampers 5 of the vehicle 1 can be controlled. It is also conceivable that the control system 7 has a separate control unit for each damper 5.

[0061] For example, the control unit 18 has a first and a second input E1, E2. The body movement information 26 can be supplied to the control unit 18 as the first input variable 19 via the first input E1. For the second input variable 20 of the second input E2, a setting parameter 21 is first determined or calculated using the evaluation unit 17. The setting parameter 21 can be, for example, an effect factor. This is determined by establishing a ratio between the at least one damper movement information 32 and the at least one body movement information 26. In other words, the movement 8 of the vehicle body 4 and the movement 12 of the damper 5 are related or compared.

[0062] For example, the control unit 18 can be considered an operation module (in the mathematical sense). The two input variables 19, 20 are combined by appropriate mathematical operations so that a corresponding output variable 22 is present at output A1. In particular, at least one control signal 23 can be provided as output variable 22. This control signal 23 can be used to control or operate the at least one damper 5. Consequently, the control of the at least one damper 5 is based on the ratio of the movements 8 and 12.

[0063] In the Fig. 3 Firstly, an exemplary time course of a velocity V on the movement 8 of the vehicle body 4 and a damper velocity Vdamp of the damper 5 is shown. Thus, in particular, the velocity V on the movement 8 of the vehicle body 4 and the damper velocity Vdamp characterize the at least one damper movement information 32 of the damper 5 using the at least one body movement information 26. These are shown here in a schematic time course. To determine the setting parameter 21, the damper velocity Vdamp is related to the velocity V on the movement 8 of the vehicle body 4, whereby a function 24 is formed using this ratio. With the help of this function 24, for example, an efficiency factor is provided as setting parameter 21 between 0 and 1 and transmitted as the second input variable 20 to the control unit 18.

[0064] An exemplary curve showing the ratio of the velocities V damping to V on is shown in the Fig. 2 to see. Thus, setting parameter 21 can be considered a function value of function 24.

[0065] In particular, the output variable 22 of the control unit 18 can be determined by multiplying a given time value of a time-dependent velocity profile V by a corresponding time-dependent function value of the time-dependent function 24. Consequently, the instantaneous value present at the first input E1 is multiplied by the time-dependent value present at input E2. This occurs in a continuous process. Thus, the damper 5 can be controlled in a situation-adapted manner at any given time. Fig. 4 Figure 1 shows an exemplary time course of the set damper stiffness 25 or damper characteristic of the damper 5 after the damper 5 has been controlled by means of the control signal 23. In particular, at least one damper 5 can be controlled with the help of the control signal 23 in such a way that the damper characteristic or the damper stiffness 25 is adapted, in particular to the current driving situation and / or a current driving mode.

[0066] The course shown in the Fig. 4 is particularly in relation to the two speed profiles in the graph from Fig. 3 to be considered. The damper stiffness 25, or damping of the damper 5, adjusted in this way, represents a Dirac function-like curve. In comparison to the one in Fig. 3 The progression shown indicates that the progression in Fig. 4 At the points where the velocity V is at its apex, the profile is linearly stretched. At each apex, a continuous stretching occurs, exhibiting a uniform rise and fall. The depicted damper stiffness 25 shows no, or only a minimal, negative profile compared to the velocity V profile on the movement 8. In particular, no vertical slopes are visible here compared to prior art approaches. Specifically, it is illustrated here that there is no harsh switching or changeover of the damper 5. These advantages result specifically from the consideration of the velocity ratio.

[0067] The Fig. 5Figure 1 shows an embodiment of the control unit 8 according to the invention. The first input variable 19 is discussed again here. According to the invention, the first input variable 19 includes the body movement information 26. According to the invention, this has a relationship or function 27 between the current I of the damper 5 and the velocity V during the movement 8 of the vehicle body 4.

[0068] Thus, depending on the speed V, a corresponding current I can be provided as a damping function in the control and / or regulation unit 18.

[0069] According to the invention, the current Idamp of the at least one damper 5 is varied depending on the damper movement information 32 in order to prevent, for example, a problem relating to frequency hardening. In particular, the damper stiffness 25 of the damper 5 is adjusted by the current Idamp.

[0070] For example, the control signal 23 can be referred to as the control current, with which the damper stiffness 25 of the damper 5 can be adjusted.

[0071] In particular, according to the invention, the current I damping provided at the first input E1 is multiplied by the setting parameter 21, so that a new vertical current for controlling the damper 5 is provided at output A1. For example, the damper movement information 32 can be provided to the evaluation unit 17 with a damper signal S damping and the velocity V on the movement 8, so that these two signals S up and S damping can be used to determine the setting parameter 21. These two signals S up and S damping can be filtered or pre-filtered in the same frequency range or in a predetermined frequency range. This can be done before determining the setting parameter 21. In particular, these two signals S up and S damping can be filtered at runtime so that any interference can be filtered out.

[0072] For example, the inventive method allows for the control of the damper 5 by means of the control signal 23 to vary different driving modes. Thus, a mode-dependent application of different control approaches can be implemented. For this purpose, a four-quadrant controller approach can be used, for example, to implement a comfort mode, a normal mode, or a sport mode. In other words, the setting parameters 21, which reflect the respective function, can be changed or adjusted depending on the current driving mode of the vehicle 1.

[0073] Additionally, vehicle information from vehicle 1 and / or load information from vehicle 1 and / or environmental information from the environment 31 of vehicle 1 can be taken into account for controlling the damper 5. The road surface characteristics are particularly important in this regard. Specifically, the vertical dynamics of vehicle 1 can be dynamically adjusted using the controlled damper 5.

[0074] For example, vehicle 1 might encounter a speed bump or road imperfection. Wheel 2, 3 then compresses against the vehicle body 4. The damper 5 enters compression mode, lifting the body 4. The damper 5 is controlled in such a way that it operates softly as long as it remains in compression mode and the vehicle body 4 is moving upwards (positive z-direction). Only at the crest of the bump, when the damper 5 switches to rebound mode, is the current adjusted to dampen the upward movement of the vehicle body 4. This is achieved by considering not only the body movement but also the damper movement, and using this information to determine whether an additional adjustment of the damper 5's stiffness is necessary.The proposed method can increase driving comfort, especially when the damper 5 and the vehicle body 4 move in the same direction.

[0075] In particular, the proposed method makes it possible to moderately reduce or increase the damping current I damp of the damper 5 in a non-wheel-frequency manner depending on the damper-to-body movement. Reference symbol list

[0076] 1 Vehicle 2 Wheel 3 Wheel 4 Vehicle body 5 Damper 6 Actuator 7 Control and / or regulation system 8 Movement of the vehicle body 9 Measuring point 10 Sensor system 11 Vertical acceleration sensor 12 Movement of the damper 13 Sensor system 14 Damper part 15 Damper part 16 Displacement sensor 17 Evaluation unit 18 Control and / or regulation unit 19 First input variable 20 Second input variable 21 Adjustment parameter 22 Output variable 23 Control signal 24 Function of the speed ratio 25 Damper stiffness 26 Body movement information 27 Function of the damper flow relative to speed V on 31 Vehicle environment 32 Damper movement information I damper Damper flow S on Body signal S damper Damper signal V damper Damper speed V body Speed ​​of movement of the vehicle body

Claims

1. Method for influencing a movement (8) of a vehicle body (4) of a vehicle (1), wherein - at least one body movement information item (26) relating to the vehicle body (4) is ascertained at at least one measuring point (9) of the vehicle body (4) by means of a sensor system (10), the method having: - ascertaining at least one damper movement information item (32) relating to at least one damper (5) of the vehicle (1), with which damper the movement of the vehicle body (4) can be influenced, by means of a sensor system (13); - providing the ascertained at least one damper movement information item (32) and the ascertained at least one body movement information item (26) to an evaluation unit (17); - the evaluation unit (17) determining an adjustment parameter (21) on the basis of a ratio between the at least one damper movement information item (32) and the at least one body movement information item (26); - providing the at least one body movement information item (26) as a first input variable (19) to an open-loop and / or closed-loop control unit (18) of the vehicle (1), with which the at least one damper (5) can be controlled, and providing the ascertained adjustment parameter (21) as a second input variable (20) to the open-loop and / or closed-loop control unit (18); - ascertaining at least one open-loop control signal (23) on the basis of the first and the second input variable (19, 20) by means of the open-loop and / or closed-loop control unit (18) and providing the open-loop control signal (23) as an output variable (22) of the open-loop and / or closed-loop control unit (18); and - controlling the at least one damper (5) with the ascertained at least one open-loop control signal (23), thereby influencing the movement (8) of the vehicle body (4), - a speed (Vauf) of the movement (8) of the vehicle body (4) is ascertained as at least one body movement information item (26) and a damper speed (Vdämpf) of the at least one damper (5) is ascertained as at least one damper movement information item (32), characterized in that - for determining the adjustment parameter (21), the damper speed (Vdämpf) is set against the speed (Vauf) of the movement (8) of the vehicle body (4) as a ratio, wherein with the ratio of the damper speed (Vdämpf) to this speed (Vauf), a function (24) is formed, - on the basis of the damper movement information item (32), a current intensity (Idämpf) of the at least one damper (5) is varied, and - with the body movement information item (26), a relationship between the current intensity (Idämpf) of the at least one damper (5) to the speed (Vauf) of the movement (8) is provided as the first input variable (19) to the open-loop and / or closed-loop control unit (18).

2. Method according to claim 1, characterized in that with the at least one controlled damper (5), vertical dynamics of the vehicle (1) are dynamically adapted.

3. Method according to claim 1 or 2, characterized in that with the at least one open-loop control signal (23), the at least one damper (5) is controlled in such a way that a damper characteristic, in particular a damper stiffness (25), of the at least one damper (5) is adapted.

4. Method according to any of the preceding claims, characterized in that the output variable (22) of the open-loop and / or closed-loop control unit (18) is ascertained by multiplying a temporal value from a temporal curve of the speed (Vauf) of the movement (8) by a temporally corresponding function value from a temporal curve of the function (24).

5. Method according to any of the preceding claims, characterized in that the at least one damper movement information item (32) is provided with a damper signal (Sdämpf) and the at least one body movement information item (26) is provided as a body signal (Sauf) of the evaluation unit (17), wherein the damper signal (Sdämpf) and the body signal (Sauf) are filtered within a specified frequency range.

6. Method according to any of the preceding claims, characterized in that the adjustment parameter (21) is changed on the basis of a driving mode of the vehicle (1).

7. Method according to any of the preceding claims, characterized in that for controlling the at least one damper (5), vehicle information relating to the vehicle (1) and / or load information relating to the vehicle (1) and / or environment information relating to an environment (31) of the vehicle (1) is additionally taken into account.

8. Vehicle (1) with a vehicle body (4), a sensor system (10, 13), and an open-loop and / or closed-loop control system (7), wherein the open-loop and / or closed-loop control system (7) has an open-loop and / or closed-loop control unit (18), at least one damper (5), and an evaluation unit (17), wherein the open-loop and / or closed-loop control system (7) is designed to perform a method according to any of claims 1 to 7.

9. Vehicle (1) according to claim 8, characterized in that the at least one damper (5) is designed as a 1-valve control damper, in particular as a semi-active shock absorber.