Control device for activating a shock absorber of a motor vehicle, computer program product, and motor vehicle

Abstract

A control device for activating a shock absorber of a motor vehicle is proposed, the control device being configured to activate a single-valve shock absorber in a first operating mode, the single-valve shock absorber having an individual control valve for the joint control of a tension stage and a compression stage of the single-valve shock absorber, and to activate a two-valve shock absorber in a second operating mode, the two-valve shock absorber having a first control valve for controlling a tension stage of the two-valve shock absorber and a second control valve for controlling a compression stage of the two-valve shock absorber. Furthermore, a computer program product for activating a two-valve shock absorber, having a first control valve and a second control valve, for a motor vehicle is proposed, comprising a first software module, which is designed to activate the first control valve of the two-valve shock absorber, and a second software module, which is designed to activate the second control valve of the two-valve shock absorber, characterized in that the first software module and the second software module are constructed identically or are identical, and furthermore comprising a third software module, which is designed to take into consideration a state of the second control valve of the two-valve shock absorber in the activation of the first control valve, and / or to take into consideration a state of the first control valve of the two-valve shock absorber in the activation of the second control valve.

Description

[0001] Description

[0002] Control device for controlling a shock absorber of a motor vehicle, computer program product and motor vehicle

[0003] The invention relates to a control device for controlling a shock absorber of a motor vehicle, a computer program product for controlling a shock absorber for a motor vehicle having a first control valve and a second control valve, and a motor vehicle.

[0004] For reasons of comfort and driving safety, every motor vehicle is equipped with a shock absorber system. There are essentially three known shock absorber systems for vehicles, each of which has an actuator connected in parallel with a spring arrangement between the wheel and the body. Passive, semi-active, and active shock absorber systems are known. With passive shock absorber systems, there is no provision for changing the shock absorber force during driving. With semi-active shock absorber systems, the shock absorber force can be changed by altering an oil fluid flow using a valve. In this way, the damping properties can be modified. Semi-active shock absorber systems operate purely by absorbing energy. With active shock absorber systems, a desired shock absorber force can be provided both dampingly and by introducing energy in any direction. The valves or control valves can be so-called pilot valves.By applying and varying a control current, the fluid flow through the valve and thus the damper characteristic can be influenced. In particular, the current damper stiffness can be adjusted or regulated.

[0005] A widely used model is a so-called "skyhook" controller. This approach is based on the idea that suspension comfort is optimal when the vibrating body is dampened relative to the sky, rather than relative to the uneven road. In a thought experiment, the vibration damper is placed not between the body and the wheel, but between the body and a hook in the sky. In this thought experiment, the real shock absorber is then supposed to exert the same force as the skyhook damper. By using semi-active shock absorbers, i.e. shock absorbers that are passive but whose damping constant is adjustable, the aim is to minimize the effect of the shock absorber when, due to the forces from the wheel, the shock absorber acts on the body in the same direction in which the body is currently moving. This is intended to prevent the movement of the body from being further amplified by the force acting on the shock absorber.Conversely, if the two directions are opposite, the shock absorber is set hard to slow down the movement of the body.

[0006] Skyhook control minimizes the speed of the body as much and as quickly as possible. The key element of the Skyhook model is determining the force required to stabilize the body. A further essential requirement is a shock absorber force map that estimates a target current from this force, taking into account the current shock absorber speed. These maps must be stored in the control units or devices so that a target current can be determined at any time from the required target force and the determined actual damper speed. With the Skyhook principle, the controller regulates a force as a manipulated variable at the output. This force must be converted into a corresponding current for the shock absorber using a map of characteristics that takes into account the relative speed of the shock absorber relative to the vehicle body.

[0007] Shock absorbers with both a single control valve and two control valves are known. With only one control valve, both the rebound and compression damping are regulated simultaneously by the single control valve. With a shock absorber with two control valves, the rebound and compression damping can be controlled independently. This creates another parameter for active suspension tuning, which can result in improved roadholding and / or enhanced comfort for the vehicle's occupants.

[0008] Control software is required to control the control valves. This software is typically implemented or stored on a control unit or control device, with the control unit being configured to execute the control software. The control software calculates a control current from input variables to set a desired damper stiffness. The input variables can be generated from various sensor signals and can, in particular, include the aforementioned motion states of the so-called body and the wheels, as well as the associated acting forces. The body can be understood, in particular, to include all components supported by the chassis, such as the body and the drive of the motor vehicle.

[0009] The development and maintenance of such control software is complex and cost-intensive. Therefore, the object of the present invention is to provide a way to simplify the development and maintenance of control software for controlling a shock absorber in a motor vehicle and make it more cost-effective.

[0010] The object is achieved by a control device for controlling a shock absorber of a motor vehicle, wherein the control device is designed to control a single-valve shock absorber in a first operating mode, wherein the single-valve shock absorber has a single control valve for jointly controlling a rebound stage and a compression stage of the single-valve shock absorber, and to control a two-valve shock absorber in a second operating mode, wherein the two-valve shock absorber has a first control valve for controlling a rebound stage of the two-valve shock absorber and a second control valve for controlling a compression stage of the two-valve shock absorber.

[0011] According to the invention, it has been recognized that a control device for controlling a two-valve shock absorber can be developed with relatively simple adaptations based on a control device for controlling a single-valve shock absorber. Many components that were developed for a single-valve shock absorber can also be used to control a two-valve shock absorber. Accordingly, synergy effects can be achieved if a common control device is developed, maintained or further developed that is suitable for both a single-valve shock absorber and a two-valve shock absorber, or for motor vehicles that have single-valve shock absorbers and / or two-valve shock absorbers. The overall effort required to equip different types or models of motor vehicles with corresponding control devices is reduced. The modules or functions can be simple or.as a single instance in memory and called twice, each with different parameters for controlling the rebound and compression stages. The control device according to the invention can be used for semi-active and active shock absorber systems.

[0012] In the past, single-valve shock absorbers were primarily used, so the corresponding control devices and corresponding control software are already very sophisticated. If a control device designed to control a single-valve shock absorber is now expanded so that it is also suitable for controlling a two-valve shock absorber, possible future improvements can be implemented based on this control device. If these changes to the control device affect the control of both a single-valve shock absorber and a two-valve shock absorber, development effort can be saved in this way, since the changes only need to be implemented in a single version of the control device and do not have to be implemented separately in a control device suitable for a single-valve shock absorber and a control device suitable for a two-valve shock absorber.

[0013] A control device according to the invention can have a software-based switching device between the first operating mode and the second operating mode. Such a control device can be used particularly flexibly. The switching device can be actuated via a software switch. The switching device can be actuated depending on a data set stored on the control device. It is also possible for the control device to read an identifier of a shock absorber to be controlled and thereby recognize whether it is a single-valve shock absorber or a two-valve shock absorber. Accordingly, the first operating mode or the second operating mode can be selected in various ways.

[0014] In a practical embodiment, the control device is configured to control a fluid cross-section of the individual valve of the single-valve shock absorber in the first operating mode as a function of an input variable, and to control a fluid cross-section of the first valve of the two-valve shock absorber and a fluid cross-section of the second valve of the two-valve shock absorber in the second operating mode as a function of an input variable. Such an input variable can be an input variable typically used for shock absorber control, for example an input variable used to control a skyhook controller. The input variable can accordingly be a difference between a wheel speed and a body speed. The difference can expediently be formed as a vector addition. Alternatively, only the speed component in the vertical direction can be taken into account when forming the difference.The input variable can also be an input variable determined by taking into account various measured variables and / or sensor data. In addition to the variables already mentioned, possible input variables include, in particular, the body speed and body acceleration.

[0015] According to an advantageous embodiment, a first software module is stored in the control device, wherein the control device is configured to use the first software module to control the individual valve of the single-valve shock absorber in the first operating mode, and wherein the control device is configured to use the first software module or a copy of the first software module in the second operating mode to control a first valve of the two-valve shock absorber. In other words, the first software module is used both to control the single-valve shock absorber in the first operating mode and to control a valve of the two-valve shock absorber in the second operating mode. The controlled valve or control valve of the two-valve shock absorber can be the control valve assigned to the rebound stage of the two-valve shock absorber or the control valve assigned to the compression stage of the two-valve shock absorber.

[0016] It is conceivable that a copy of the first software module is stored in the control device, which is then used in the second operating mode to control a control valve of the two-valve shock absorber. It should be noted here that the advantage of the invention is not primarily that storage space is saved by using identical software modules, but rather that development work is saved by using identical software modules. However, the reduced storage space requirement is naturally also a positive effect of the invention.

[0017] Furthermore, it is advantageous if a second software module is present in the control device, wherein the second software module is a copy of the first software module and wherein the control device is designed to use the second software module in the second operating mode to control a second valve of the two-valve shock absorber. It is thus possible to provide a control device which contains two copies of the same software module and is capable of controlling both a single-valve shock absorber and a two-valve shock absorber. As already indicated above, it is also possible for the software module to be present in triplicate in the control device, wherein one of the software modules is then used to control the single-valve shock absorber and the other two software modules are used to control the two-valve shock absorber.

[0018] A preferred embodiment provides that a third software module is present in the control device, wherein the third software module is designed to take into account a state of the second control valve of the two-valve shock absorber in the second operating mode when controlling the first control valve of the two-valve shock absorber and / or to take into account a state of the first control valve of the two-valve shock absorber when controlling the second control valve of the two-valve shock absorber. In such a control device, two instances or copies of the first software module and the third software module are then present. A single instance of the first software module is then used to control a single-valve shock absorber. To control a two-valve shock absorber, however, both instances of the first software module and the third software module can be used simultaneously.In other words, in the first operating mode, the third software module and an instance of the first software module can be deactivated. The state can, in particular, be a current open cross-section of the respective control valve or a value based on this. A particularly advantageous embodiment results if the third software module is configured to limit a difference between a control current of the first control valve of the two-valve shock absorber and a control current of the second control valve of the two-valve shock absorber. The control current of the first control valve can be designated as I1, and the control current of the second control valve can be designated as I2.

[0019] The current difference can be limited depending on the selected driving mode or damper mode and / or road conditions. This allows for even better differentiation between the modes and also helps prevent noise. It may also be necessary to increase the "passive" current, i.e., the control current of the valve not currently receiving primary current, if the difference is too large, as this can lead to temporary changes in direction (potholes, bumps), and an excessive difference between rebound and compression can then be perceived as uncoordinated / inharmonic.

[0020] It is possible for the third software module to be configured to consider the condition of a surface on which the motor vehicle is traveling and / or a currently active driving profile as input variables for controlling the first control valve of the two-valve shock absorber and / or the second control valve of the two-valve shock absorber. In other words, in addition to the relative speed of the body and wheel as a known input variable, one or more further input variables can be included. Considering an input variable can be understood, in particular, to mean that the input variable is used to determine the valve flow rate to be set.

[0021] A further advantageous embodiment provides that the control device is configured to allow an operating state in the second operating mode in which both the first control valve of the two-valve shock absorber and the second control valve of the two-valve shock absorber are at least partially energized. This makes it possible to achieve a particularly comfortable ride because it becomes possible to activate the passive valve during compression or rebound before a peak is reached, in other words before maximum deflection is reached during compression or rebound of the wheel assigned to the respective shock absorber. In other words, it becomes possible to achieve advantages through predictive or proactive control of the control valves. The two control valves can be controlled independently of one another.

[0022] As already mentioned above, the control device can be configured to detect whether a single-valve shock absorber or a two-valve shock absorber is connected to the control device. The appropriate operating mode can then be selected or switched to the corresponding operating mode.

[0023] The object is further achieved by a computer program product for controlling a shock absorber for a motor vehicle having a first control valve and a second control valve, comprising a first software module which is configured to control the first control valve of the shock absorber, and a second software module which is configured to control the second control valve of the shock absorber, characterized in that the first software module and the second software module are of similar construction or identical, and further comprising a third software module which is configured to take into account a state of the second control valve of the two-valve shock absorber when controlling the first control valve of the two-valve shock absorber and / or to take into account a state of the first control valve of the two-valve shock absorber when controlling the second control valve of the two-valve shock absorber.The state can in particular be a current flow rate of the respective control valve or a value based on this.

[0024] Furthermore, the object is achieved by a motor vehicle with a control device of the type described above or with a data memory on which a computer program product of the type described above is stored.

[0025] Embodiments of the invention are explained in more detail with reference to the drawings and the following description. They show:

[0026] Fig. 1: a schematic plan view of a first embodiment of a motor vehicle with a control device according to the invention,

[0027] Fig. 2: a schematic diagram of the first embodiment,

[0028] Fig. 3: an exemplary representation of a single-valve shock absorber,

[0029] Fig. 4: a schematic representation of an embodiment of a control algorithm for controlling a single-valve shock absorber

[0030] Fig. 5: a schematic representation of an embodiment of a control algorithm for controlling a two-valve shock absorber,

[0031] Fig. 6: an example of a characteristic curve for controlling a single-valve shock absorber, and Fig. 7: a schematic example of a characteristic curve or characteristic map according to the invention for a two-valve shock absorber. Fig. 1 shows a schematic plan view of a motor vehicle, designated overall by 10. The structure and function of motor vehicles are generally known, so they will not be discussed in detail in the present description.

[0032] The motor vehicle 10 has four wheels 12, 14, 16, and 18. The wheels 12, 14, 16, and 18 are attached to a body 20 of the motor vehicle 10 via a known wheel suspension. In the context of this description, the body 20 generally refers to the vehicle body with the passenger cell. Between the wheels 12, 14, 16, and 18, on the one hand, and the body 20, a shock absorber 22, 24, 26, and 28, respectively, is arranged. The shock absorbers 22, 24, 26, and 28 are arranged parallel to springs (not shown). The shock absorbers 22, 24, 26, and 28 are designed, for example, as semi-active shock absorbers, meaning that the damping force can be varied by applying a control signal to an actuating means of the shock absorbers. The actuating means is usually designed as an electromagnetic valve, so that the actuating signal is a control current for the valve.

[0033] Each wheel or shock absorber is assigned a displacement sensor 30, 32, 34, or 36. It is generally possible to use only three of the described displacement sensors 30, 32, 34, and 36, since the required position of the vehicle can be determined using data from just three sensors. The displacement sensors are designed as relative displacement sensors, meaning they measure a change in the distance of the body 20 from the respective wheel 12, 14, 16, or 18. Typically, so-called rotation angle displacement sensors are used here, the design and function of which are generally known.

[0034] The body 20 further comprises three vertical acceleration sensors 38, 40 and 42 arranged at defined points. These acceleration sensors 38, 40 and 42 are fixedly arranged on the body 20 and measure the vertical acceleration of the body in the area of ​​the wheels 12, 14 and 18, respectively. In the area of ​​the left rear wheel 16, the acceleration can be calculated from the three other acceleration sensors, so that the arrangement of a separate acceleration sensor can be dispensed with here.

[0035] The motor vehicle 10 further comprises a control device 44, which is connected via signal or control lines to the actuating means of the shock absorbers 22, 24, 26, and 28, the displacement sensors 30, 32, 34, and 36, and the acceleration sensors 38, 40, and 42. The control device 44 handles the damper control, which will be explained in more detail below. In addition, the control device 44 can, of course, also handle other functions within the motor vehicle 10 not considered here. The motor vehicle 10 further comprises a switching means 46, for example, a button, a rotary dial, an operating menu in the HMI, or the like, by means of which a driver can select a request for the movement of the body 20. Here, for example, a choice can be made between the "Comfort" request, the "Sport" request, and the "Basic" request. The selection is possible either in stages between the multiple modes or continuously with corresponding intermediate modes.

[0036] The switching means 46 is also connected to the control device 44.

[0037] Fig. 2 shows a schematic diagram of the motor vehicle 10, with the body 20 indicated here as a flat surface. The wheels 12, 14, 16, and 18 are arranged at the corners of the body 20 via a spring-damper combination in a conventional manner. The spring-damper combination consists of the shock absorbers 22, 24, 26, and 28 and springs 48, 50, 52, and 54 connected in parallel. The acceleration sensors 38, 40, and 42 shown in Fig. 1 are arranged at the corners of the body 20, by means of which the vertical speed at the corners of the body 20 can be determined. Figure 3 shows an exemplary representation of a single-valve shock absorber 56 and a two-valve shock absorber 58. Both shock absorbers 56, 58 have a piston rod 60 and a housing 62. The single-valve shock absorber 56 has a single control valve 64, whereas the two-valve shock absorber 58 has a first control valve 66 and a second control valve 68.The flow of the control valves 64, 66, 68 can be changed by applying a current, allowing the damping behavior of the shock absorbers 56, 58 to be adjusted. In the single-valve shock absorber 56, the rebound and compression stages are adjusted simultaneously, whereas in the two-valve shock absorber, for example, the first control valve 66 can be used to control the rebound stage and the second control valve 68 to control the compression stage.

[0038] Figure 4 shows a schematic representation of an embodiment of a control algorithm for controlling a single-valve shock absorber. The control algorithm essentially consists of three modules: the signal processing module 70, the control module 72, and the signal output module 74. In the signal processing module 70, various input variables, in particular sensor data and / or other measured values, are processed for further processing by the control module 72. From the incoming data, the control module 72 determines a cross-section to be set for the respective control valve or a current to be applied to the respective controlled control valve or a current intensity to be applied. The control module 72 can have a number n of submodules 72.n. In the illustrated embodiment, the control module 72 has six submodules 72.1-72.6.The signal output module 74 then generates the desired output variable, for example, the desired current, from the data supplied by the control module 72. The signal output module 74 can be electrically connected to the respective controlled control valve.

[0039] Figure 5 shows a schematic representation of an embodiment of a control algorithm for controlling a two-valve shock absorber. The signal conditioning module 70, the first control module 72, and the signal output module 74 are constructed identically to the control algorithm for controlling a single-valve shock absorber explained with reference to Figure 4.

[0040] In addition, the illustrated control algorithm has a second control module 76, which in turn can have submodules 76. The first control module 72 and the second control module 76 are constructed similarly. In other words, the second control module 76 can be a copy of the first control module 72. The illustrated control algorithm also has an interaction module 78. In the example shown, the interaction module 78 is arranged between the first control module 72, the second control module 76, and the signal output module 74. The interaction module 78 can modify data supplied by the control modules 72, 76, taking into account the state of the other control module. Finally, the signal output module 74 converts the data into physical quantities, for example, into current intensities for controlling the control valves.

[0041] Figure 6 shows an example of a characteristic curve 80 for controlling a single-valve shock absorber. The x-axis represents the vehicle body speed, and the y-axis represents the current intensity for controlling the control valve. The right quadrant and the characteristic curve component 82 contained therein can, for example, correspond to a rebounding shock absorber, which corresponds to a positive relative speed v r corresponds, whereas the left quadrant and the characteristic curve component 84 contained therein, in other words a negative relative speed v r , can be assigned to a compressing shock absorber.

[0042] At zero body movement, the current is also at its minimum value, which corresponds to maximum flow through the control valve and thus a very smooth response of the shock absorber. As the body movement increases, the current also increases, reducing the flow through the control valve and making the shock absorber respond more harshly.

[0043] Figure 7 shows a schematic example of a characteristic curve or characteristic map according to the invention for a two-valve shock absorber. The body movement is plotted on the x-axis, and the current I applied to the respective control valve is plotted on the y-axis. The first characteristic curve 82 can be assigned to a first control valve, for example, a control valve regulating the compression stage of the two-valve shock absorber. The second characteristic curve 84 can be assigned to a second control valve, for example, a control valve regulating the rebound stage of the two-valve shock absorber.

[0044] The first characteristic curve 82 consists of a first characteristic curve portion 86, which roughly corresponds to the characteristic curve shown in Figure 6 for negative body movements whose magnitude is significantly different from zero. In the example shown, the first characteristic curve portion 86 declines toward the coordinate origin. However, unlike in Figure 6, the associated control valve is not completely permeable to flow when the body movement passes through zero or when the y-axis is intersected. Instead, at a relative velocity close to zero, the second characteristic curve portion 92 adjoins the first characteristic curve portion 86, with the second characteristic curve portion having a significantly lower gradient than the first characteristic curve portion 86.

[0045] The second characteristic curve 84 consists of a first characteristic curve portion 90, which roughly corresponds to the course of the characteristic curve shown in Figure 6 for positive body movements whose magnitude is significantly different from zero. In the example shown, the first characteristic curve portion 90 rises for increasing positive body movements from a region close to the coordinate origin. Again, the associated control valve is not completely permeable to flow at the zero crossing or intersection of the y-axis—starting from large positive values—but rather, for a body movement close to zero, the second characteristic curve portion 88 adjoins the first characteristic curve portion 90, with the second characteristic curve portion 88 having a significantly lower gradient than the first characteristic curve portion 90.

[0046] List of reference symbols

[0047] Motor vehicle 56 single-valve shock absorbers

[0048] Rad 58 two-valve shock absorber

[0049] Wheel 60 Piston rod

[0050] Wheel 62 Housing

[0051] Wheel 64 control valve

[0052] Structure 66 control valve

[0053] Damper 68 Control valve

[0054] Attenuator 70 Signal conditioning

[0055] Damper 72 software module

[0056] Damper 72. n Submodules

[0057] Position sensor 74 signal output

[0058] Position sensor 76 software module

[0059] Position sensor 76. n submodules

[0060] Position sensor 78 software module

[0061] Acceleration sensors 80 characteristic curve

[0062] Acceleration sensors 82 characteristic curve share

[0063] Acceleration sensors 84 Characteristic curve portion of control device 86 Characteristic curve of switching device 88 Characteristic curve

[0064] Spring 90 characteristic curve share

[0065] Spring 92 characteristic curve share

[0066] Spring 94 characteristic curve share

[0067] Spring 96 characteristic curve share

Claims

Patent claims 1. Control device (44) for controlling a shock absorber (56, 58) of a motor vehicle (10), wherein the control device (44) is designed to control a single-valve shock absorber (56) in a first operating mode, wherein the single-valve shock absorber (56) has a single control valve (64) for jointly controlling a rebound stage and a compression stage of the single-valve shock absorber (56), and to control a two-valve shock absorber (58) in a second operating mode, wherein the two-valve shock absorber (58) has a first control valve (66) for controlling a rebound stage of the two-valve shock absorber (58) and a second control valve (68) for controlling a compression stage of the two-valve shock absorber (58), wherein a first software module (72) is stored in the control device (44), wherein the control device (44) is designed to control the first software module (72) for controlling the individual valve (64) of the single-valve shock absorber (56) in the first operating mode,and wherein the control device (44) is designed to use the first software module (72) or a copy of the first software module (72) in the second operating mode to control a first valve (66) of the two-valve shock absorber (58).

2. Control device (44) according to claim 1, characterized in that the control device (44) is configured to control / regulate a fluid cross-section of the individual valve (64) of the single-valve shock absorber (56) in the first operating mode depending on an input variable and a fluid cross-section of the first valve (66) of the two-valve shock absorber (58) and a fluid cross-section of the second valve (68) of the two-valve shock absorber (58) in the second operating mode depending on an input variable 3. Control device (44) according to claim 1, characterized in that a second software module (76) is present in the control device (44), wherein the second software module (76) is a copy of the first software module (72) and wherein the control device (44) is designed to use the second software module (76) in the second operating mode for controlling a second valve (68) of the two-valve shock absorber (58).

4. Control device (44) according to claim 3, characterized in that a third software module (78) is present in the control device (44), wherein the third The software module (78) is designed to take into account a state of the second control valve (68) of the two-valve shock absorber (58) in the second operating mode when controlling the first control valve (66) of the two-valve shock absorber (58) and / or to take into account a state of the first control valve (66) of the two-valve shock absorber (58) when controlling the second control valve (68) of the two-valve shock absorber (58).

5. Control device (44) according to claim 4, characterized in that the third software module (78) is configured to limit a difference between a control current of the first control valve (66) of the two-valve shock absorber (58) and a control current of the second control valve (68) of the two-valve shock absorber (58).

6. Control device (44) according to claim 5 or 5, characterized in that the third software module (78) is configured to take into account a condition of a surface on which the motor vehicle (10) is traveling and / or an active driving profile as input variables for controlling the first control valve (66) of the two-valve shock absorber (58) and / or the second control valve (68) of the two-valve shock absorber (58).

7. Control device (44) according to claim 6, characterized in that the control device (44) is designed to allow an operating state in the second operating mode in which both the first control valve (66) of the two-valve shock absorber (58) and the second control valve of the two-valve shock absorber (58) are at least partially open.

8. A computer program product for controlling a two-valve shock absorber (58) for a motor vehicle, said two-valve shock absorber having a first control valve (66) and a second control valve (68), comprising a first software module (72) which is configured to control the first control valve (68) of the two-valve shock absorber (58), and a second software module (76) which is configured to control the second control valve of the two-valve shock absorber (58), characterized in that the first software module (72) and the second software module (76) are of similar construction or identical, and further comprising a third software module (78) which is configured,to take into account a state of the second control valve (68) of the two-valve shock absorber (58) when controlling the first control valve (66) of the two-valve shock absorber (58) and / or to take into account a state of the first control valve (66) of the two-valve shock absorber (58) when controlling the second control valve (68) of the two-valve shock absorber (58).

9. Motor vehicle with a control device (44) according to one of claims 1 to 7 or with a data memory on which a computer program product according to claim 8 is stored.

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