Active Undercarriage Frequency Segmentation for Vehicle Stability
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Solution Overview
Problem
Existing vehicle systems fail to effectively compensate for vertically oriented movements caused by road inclinations and unevennesses, leading to instability and discomfort during travel.
Innovation Solution
A method and system utilizing an active undercarriage with length-adjustable actuators to compensate for road inclinations and unevennesses by separating frequency ranges for inclination and oscillation compensation, employing a transformation matrix to determine target actuator lengths and incorporating a skyhook algorithm for continuous damping control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single actuator control system is used for both inclination and unevenness compensation, then the device complexity is reduced, but the compensation precision for different frequency ranges deteriorates
Solution Approach 1:
The control system is segmented into two independent control loops: a first control loop for inclination compensation and a second control loop for unevenness compensation. Each loop processes signals within its designated frequency range, allowing precise compensation for both low-frequency inclination and high-frequency unevenness without interference between the two functions.
Solution Approach 2:
The system dynamically separates the compensation tasks by frequency range. The first control loop handles low-frequency signals (inclination) while the second control loop handles high-frequency signals (unevenness). This dynamic separation allows each controller to be optimized for its specific frequency band, improving overall compensation precision without requiring a completely separate physical actuator system.
2Manufacturing precision
If frequency ranges are separated for inclination and unevenness compensation, then the compensation precision is improved, but the device complexity increases
Solution Approach 1:
The control system is divided into two independent control loops with distinct frequency ranges. The first control loop processes low-frequency inclination signals, while the second control loop processes high-frequency unevenness signals. This segmentation allows each controller to be optimized for its specific function, improving compensation precision.
Solution Approach 2:
Both control loops ultimately actuate the same suspension actuators, making the actuator system multi-functional. The first controller handles inclination compensation while the second controller handles unevenness compensation, and both functions are executed through the same physical actuators, reducing mechanical complexity while maintaining control precision.
3Stability of the object's composition
If actuator length is dynamically adjusted for both inclination and unevenness compensation, then the vehicle stability is improved, but the energy consumption increases
Solution Approach 1:
The energy consumption is reduced by segmenting the control functions. The first control loop handles low-frequency inclination changes that require larger actuator adjustments, while the second control loop handles high-frequency unevenness that requires smaller, more frequent adjustments. This segmentation allows the system to optimize energy usage by addressing each frequency range with appropriately tuned control parameters.
Solution Approach 2:
The system dynamically adjusts actuator length based on the specific compensation needed for each frequency range. By using independent control loops, the system can apply minimal necessary adjustments for each type of disturbance, avoiding excessive energy consumption while maintaining vehicle stability.
Data Source
AI summary
The invention relates to a method for compensating for vertically oriented movements of a superstructure of a vehicle. The vehicle is provided with the superstructure and with an active undercarriage having a plurality of wheels which are in contact with the carriageway, wherein each wheel is connected via an actuator adjustable over its length at a wheel assigned to a suspension point with the superstructure. Vertically oriented movements of the superstructure are caused by an inclination of the carriageway and by unevennesses of the carriageway, a first change of the length of at least one actuator is carried out for frequencies in a first, lower frequency range, and a second change of the length of the at least one actuator is carried out for frequencies in a second, higher frequency range.