DE10316114A1 - Active roll damping - Google Patents

Abstract

The invention relates to a method for operating a control circuit (14) for the active roll damping of a vehicle with an activatable stabilizer (1) and a device for this purpose. DOLLAR A object of the invention is to provide an active roll damping with improved ride comfort, regardless of the position of the vehicle body (9) to the ground of the vehicle reduces the roll acceleration of the vehicle body (9). DOLLAR A It is proposed to detect the rolling movements of the vehicle body (9) of sensors (10, 11, 12) and to convert them from a control unit (13) into an absolute rolling acceleration W of the vehicle body (9). For this purpose, the activatable stabilizer (1) is integrated in a control loop (14) for reducing the absolute roll acceleration W.

Description

The The invention relates to a method for operating a control loop for active roll damping a vehicle and a device for performing the Method according to the preamble of independent Claims.

From the DE 42 37 708 A1 a device for influencing rolling movements of a vehicle is known. The device has at least one stabilizer, which is controllable by means of a hydraulic actuator as a function of the Radeinfederung. For this purpose, each actuator is associated with a check valve arrangement, which secures the actuators against backlash of the hydraulic medium to the pressure source. The control of the valves by means of an electronic control device. From the signals from sensors, the control device determines an actual value for the roll angle of the vehicle body relative to the ground. This actual value is low-pass filtered. From the filtered actual value, a signal for controlling the valves is formed by comparison with a desired value.

task The invention is an active roll damping with improved ride comfort indicate that independently from the position of the vehicle body to the ground of the vehicle reduces the shaking of the vehicle body.

The The object is achieved by a method and a device having the features the independent one claims solved. These are according to claim 1 rolling movements of the vehicle body detected by sensors and of a control unit in an absolute roll acceleration of the vehicle body converted. As an absolute acceleration of the roll is the inertial system related to the earth acceleration of the vehicle body perpendicular to longitudinal axis of the vehicle body referred. Wank accelerations in the inertial system will be of the vehicle occupants in principle felt uncomfortable, regardless of the cause of the rolling movements. Whether rolling accelerations occur due to steering inputs or road excitations is not important in principle. Regardless of the cause of the disturbances acts It is always comfort-improving, the absolute roll accelerations to reduce. A function with such a control target usually becomes referred to as sky-hook feature.

The The present invention is capable of such a sky-hook feature already with a simple and inexpensive To present suspension. requires becomes an activatable stabilizer and simple, often already standard sensors. According to the independent claim 12 is the activatable stabilizer according to the invention in one Integrated control circuit for reducing the absolute acceleration of the roll.

To is the activatable stabilizer in accordance with the determined absolute Roll acceleration applied with a control loop actuating force. This control loop actuating force acts on the determined absolute roll acceleration contrary and leads thus to an active reduction of the absolute roll acceleration of the vehicle body.

Though are also induced lifting and pitching oscillations with unilateral excitation, however, in particular, movements of the vehicle body are about the longitudinal axis of the vehicle for the Safety and comfort perception of the occupants of particular importance. Especially for vehicles with high seating position such as vans or SUVs this degree of freedom is amplified in relation to the sensor "human".

The Body and the occupants are in a vehicle with a Inventive roll damping less excited to roll motions and feel the vehicle so comfortable.

The Inventive roll damping is can be used in every driving situation. Unlike usual Wankdämpfungen the roll damping according to the invention also remains outside activated by cornering. Even when driving straight ahead without steering inputs be embossed Movements of the vehicle body actively reduced.

On Another advantage is the driving safety. For example at street suggestions reduces wheel load fluctuations in the curve and thus driving safety clearly increased. By reducing the wheel load fluctuations, the lateral support and the coefficient of friction significantly increased. With the present invention the behavior of the vehicle becomes active in reciprocal road excitations improves and thus the sense of comfort and driving safety significantly raised.

Further Features and combinations of features result from the description, as well as the drawings. The following is based on the drawings an embodiment of the invention and in the following description explained in more detail. there demonstrate:

1 a schematic representation of a preferred device according to the invention for ak tive roll damping,

2 a preferred embodiment of a signal processing of a method according to the invention,

3a not lowpass filtered absolute roll acceleration of a vehicle bodywork with an open stabilizer when driving over a bump,

3b not low-pass filtered absolute roll acceleration of a vehicle body of a vehicle with an inventive active roll damping when driving over a bump,

4a low-pass filtered absolute roll acceleration of a vehicle body structure with an open stabilizer when driving over a bump,

4b Low pass filtered absolute roll acceleration of a vehicle body of a vehicle with an inventive active roll damping when driving over a bump.

1 shows a schematic representation of a preferred device according to the invention for active roll damping of a vehicle. This is an activatable stabilizer 1 from a control loop 14 controlled.

Such an activatable stabilizer 1 is part of an activatable chassis of a vehicle. He is at a vehicle construction 9 rotatably mounted. The stabilizer 1 is designed as a U-shaped round rod with a transverse to the direction of the base leg, and a protruding left side legs 2 and a right side leg protruding therefrom 3 executed. The side legs 2 and 3 of the stabilizer 1 are each attached to a vehicle wheel 7 and 8th tethered. The variable distance between a vehicle wheel 7 . 8th and the vehicle body 9 is referred to as spring travel n _L , n _R. The indices mean: L = left, R = right.

The stabilizer 1 transfers movements and forces from the one vehicle wheel 7 on the other vehicle wheel 8th and vice versa. For differences between the spring travel n _{L of} the left vehicle wheel 7 and the spring travel n _{R of} the right vehicle wheel 8th an axle becomes the stabilizer 1 twisted. Due to the rigidity c of the stabilizer 1 arise in the stabilizer 1 restoring forces F, which seek to reduce the spring deflection .DELTA.n. The proportion of spring deflection .DELTA.n, with a torsion of the stabilizer 1 is hereinafter referred to as stabilizer twist e. For a non-activatable stabilizer Δn = e.

Usually vehicles with a stabilizer 1 equipped to reduce rolling motion when cornering. When cornering, the vehicle body 9 pressed in the direction of the curve outside. This is the outside of the vehicle wheel 7 or 8th more heavily loaded and reduced its spring travel n _L or n _R. Accordingly, the spring travel n _L or n _{R of} the inside of the vehicle wheel 8th or 7 elevated. Due to the spring deflection .DELTA.n = n _L - n _R is the stabilizer 1 twisted. It arises in the stabilizer 1 restoring forces F, which counteract the buildup of rolling. When cornering on a flat road, this property of the stabilizers is favorable.

On reinforce uneven road surface Stabilizers the differences of the wheel loads on the axle and thus the shaking of the vehicle. Uneven roadway is present when the four wheel bearing points of a vehicle not in one plane lie.

At the in 1 illustrated stabilizer 1 it is an activatable stabilizer. Activatable stabilizers have an actuator 5 for actively controlling the transmission of power between the arranged on a common vehicle axle vehicle wheels 7 and 8th , With the help of the actuator 5 are those of the stabilizer 1 between the vehicle wheels 7 . 8th transmitted forces F variable.

The stabilizer 1 is in 1 shown schematically as a component provided with a spring element, which is movable on the vehicle body 9 is attached. On the left side of the vehicle is the stabilizer 1 over the side legs 2 with the left vehicle wheel 7 connected. On the right side of the vehicle is the stabilizer 1 over the side legs 3 with the right vehicle wheel 8th connected. The suspension travel between the vehicle body 9 and the left vehicle wheel 7 is denoted by n _L , the spring travel between the vehicle body 9 and the right vehicle wheel 8th is denoted by n _R. As a neutral position 4 of the stabilizer 1 the position is designated where there is no stabilizer twist e of the. The actor 5 is part of the activatable stabilizer 1 , In 1 is the actor 5 between the two side legs 2 and 3 arranged. The actor 5 has no own bearings on the vehicle body 9 and gets off the stabilizer 1 held. This ensures that the actor 5 imprinted forces F _Set left and right at the two wheel-side attachment points of the stabilizer 1 in magnitude are approximately equal when acceleration and friction forces are neglected. The actor 5 So it has only one degree of freedom as Stellvariable (force or way) and thus operated simultaneously the two vehicle wheels 7 and 8th , each with the opposite sign and the same magnitude F _STELL . The actors 5 can as mechanical, elek be executed trical or hydraulic actuators. In principle, the type of energy supply is arbitrary, but preferably hydraulically. Of importance is that the actor 5 is able to transfer both a positive and a negative force F _STELL . This is the actor 5 able to generate a sign and direction change of F on both sides of the vehicle. Furthermore, the actuator 5 able, based on its neutral starting position 6 to apply positive and negative shifts. The displacement s is not directly coupled to the simultaneously transmitted force F, because this is additionally dependent on the spring travel n _R and n _L.

In idealized vertical suspension of the axles, the stabilizer generates 1 essentially vertical forces F that are considered here. With almost frictionless guidance of the stabilizer 1 in its bearings, the resulting force when cornering on the Kurveninnen- and the outside of the curve in the same amount. For an activatable stabilizer 1 results in the suspension travel .DELTA.n with e + s = n R - n L and the force acting on the two wheels F = c · e, in which
e = stabilizer twist,
s = displacement of the actuator 5 from his neutral position 6 .
n _L = spring travel between the vehicle body 9 and the left vehicle wheel 7 .
n _R = spring travel between the vehicle body 9 and the right vehicle wheel 8th .
L = marking on the left,
R = marking on the right,
F = on the left vehicle wheel 7 and on the right vehicle wheel 8th acting force and
c = rigidity of the stabilizer 1 designated.

As in 1 represented is the actor 5 in a loop 14 integrated. This control loop 14 controls and / or regulates the actuator 5 in accordance with the movements of the vehicle body 9 , The control loop 14 has sensors 10 . 11 for detecting rolling movements of the vehicle body 9 on. They are with a control unit 13 connected. The control unit 13 processes the signals from the sensors 10 . 11 and generates a signal for a control loop force F _STELL . With this control loop force F _STELL becomes the actuator 5 of the stabilizer 1 driven. To go in 1 Assemblies and directed sizes to be able to distinguish from each other, directed sizes are provided with an arrow with a filled arrowhead, assemblies, however, with an arrow with an open arrowhead.

In a development, an unillustrated further actuator is also by the control unit 13 driven. In this case, for example, the actuator 5 a stabilizer 1 associated with a front axle and the other actuator associated with a stabilizer of a rear axle.

In a preferred embodiment, as a sensor for signal detection, a about the longitudinal axis of the vehicle body 9 measuring roll sensor 12 (in 1 not shown). In this case, the installation position of the roll sensor 12 of secondary importance. On the other hand, it is important to have the most accurate possible alignment of the measuring axis of the roll sensor 12 parallel to the longitudinal axis of the vehicle body 9 and the connection to a structure as rigid as possible vehicle body 9 ,

This roll sensor 12 captures the absolute roll speed of the vehicle body 9 ,

An alternative embodiment is the use of two acceleration sensors 10 , The acceleration sensors 10 are preferably arranged on a common axis which is parallel to the Y-axis or the Z-axis of the vehicle body 9 is aligned. In this case, the longitudinal axis of the vehicle body 9 referred to as the X-axis, from which the Z-axis points vertically upwards and the Y-axis perpendicular to it to the left. The acceleration sensors 10 are arranged approximately parallel to each other and measure orthogonal to the longitudinal axis of the vehicle body 9 , The rolling acceleration then corresponds to the difference between the signals of the two acceleration sensors 10 divided by the component of the distance of the two acceleration sensors 10 to each other, which is perpendicular to the measuring direction and the X-axis. In this case, the determined roll acceleration corresponds to the absolute roll acceleration W of the vehicle body 9 ,

In a favorable embodiment, the acceleration sensors 10 executed as parallel to the Y-axis juxtaposed vertical acceleration sensors. Here are the two acceleration sensors 10 in a plane perpendicular to the longitudinal axis of the vehicle body 9 at different distances to the longitudinal axis of the vehicle body 9 installed parallel to each other.

In a further advantageous embodiment, the acceleration sensors 10 designed as lateral acceleration sensors, which are arranged on a common axis parallel to the Z-axis one above the other ( 1 ).

In a further embodiment of the inventions Training is a yaw sensor 11 intended. Sometimes the installation space is so limited that, for example, the acceleration sensors designed as lateral acceleration sensors 10 do not align parallel to the Z axis. The acceleration sensors 10 are then arranged in the same Y-coordinate, but not in a common plane perpendicular to the longitudinal axis of the vehicle body 9 , In this case, in addition, a yaw sensor 11 used ( 1 ). It serves to determine the rotational angular velocity of the vehicle body acting around the Z-axis 9 perpendicular to the horizontal plane. From this angular velocity can be calculated by derivation of the yaw acceleration a _G. By multiplying the yaw acceleration a _G by the distance of the acceleration sensors in the x direction, a correction term can be calculated. With this correction term, the acceleration sensors can 10 arithmetically placed in a common plane perpendicular to the x-axis. From the measured values of the two acceleration sensors 10 for the roll acceleration and the correction term determined by the yaw sensor, a value for the absolute roll acceleration W of the vehicle body is calculated 9 determined. This can also be done with acceleration sensors 10 not in a plane perpendicular to the longitudinal axis of the vehicle body 9 lie, the absolute roll acceleration W of the vehicle body 9 determine.

2 shows a control unit 13 with a preferred embodiment of a sensor detection 15 a method according to the invention. In the control unit 13 become the signals of the sensors 10 and / or the sensor 11 and / or the sensor 12 a sensor detection 15 fed.

The sensor detection 15 determined from the signals of the sensors 10 . 11 . 12 the absolute roll acceleration W of the vehicle body construction 9 , It is preferred already existing sensors as standard 10 . 11 . 12 used for signal acquisition. In one embodiment, the sensor detection detects 15 additionally the current position of the actuator 5 ,

According to the invention, the sensor detection generates 15 from the sensor signals, a signal for the absolute roll acceleration W of the vehicle body 9 , Such a signal may, for example, be implemented as a signal for the absolute roll speed or as a signal for the absolute roll acceleration.

In a preferred embodiment, the sensor detection detects 15 the signals of a roll sensor 12 , Roll sensors detect the roll speed of the vehicle body 9 , This signal already contains all the required information about the movements of the vehicle body 9 relative to the Earth's inertial system. It is important that the exact alignment of the measuring axis of the sensor 12 in the longitudinal direction of the vehicle body 9 ,

The change in the roll speed is a measure of the absolute roll acceleration W of the vehicle body 9 , Thus, the measured signal directly without further processing as a signal for the absolute roll acceleration W of the vehicle body 9 be used. In this case, a subsequent integration of the sensor signal in an integrator is eliminated 17 ,

In a preferred embodiment, the sensor detection leads 15 a differentiation of the signal of the roll sensor 12 and thereby determines the absolute roll acceleration W of the vehicle body 9 ,

In an alternative embodiment, the sensor detection detects 15 the signals from two accelerometers 10 , Are the acceleration sensors 10 in a plane perpendicular to the longitudinal axis of the vehicle body 9 arranged approximately parallel to each other and measure it orthogonal to the longitudinal axis of the vehicle body 9 , so no further sensors are needed. The sensor detection 15 then calculates the difference of the signals of the two sensors 10 divided by the distance between the two acceleration sensors 10 , Are the two acceleration sensors 10 in a plane perpendicular to the longitudinal axis of the vehicle body 9 , the result corresponds to the absolute roll acceleration W of the vehicle body 9 ,

In a development of the abovementioned embodiment, the sensor detection detects 15 the signals from two accelerometers 10 and a yaw sensor 11 , Let the acceleration sensors be 10 For structural or other reasons, not in a plane in the direction of the vehicle longitudinal axis parallel to each other, so can be alone with them the absolute roll acceleration W of the vehicle body 9 do not determine. In this case, according to the invention, an additional Z-measuring yaw sensor is provided 11 intended. The Z-measuring yaw sensor 11 detects the yaw rate v _{G of} the vehicle body 9 , The sensor detection 15 forms the derivative of this signal v _G and you get the yaw acceleration a _G. By multiplying the yaw acceleration a _G by the distance (X ₁ -X ₂ ) of the two acceleration sensors 10 in the direction of the longitudinal axis of the vehicle body 9 can now calculate the correction factor with which a X = X ₁ lying first acceleration sensor 10 into the plane of the other acceleration sensor 10 at X = X ₂ can be corrected with correct sign. The correction factor thus results in: a _G · (X ₁ -X ₂ )

The absolute Wankbeschleu to be determined Maintenance W of the vehicle body 9 then corresponds to the difference of the correction signal provided with the acceleration signal W ₁ first acceleration sensor 10 and the uncorrected acceleration signal W _{2 of} the second acceleration sensor 10 , amplified by the distance to be measured in the Z direction of the vehicle acceleration sensors 10 to each other. Thus: W = (W 1 · (A G · (X 1 -X 2 )) - W 2 ) * Z 1 -Z 2 ,

In an alternative embodiment, the yaw sensor measuring about the Z axis becomes 11 used for the signal of a roll sensor 12 with not exactly in the longitudinal direction of the vehicle body 9 correct alignment of the measuring axis. It is the yaw sensor 11 measured Z-speed without further processing as a correction factor for the roll sensor 12 measured roll speed of the vehicle body 9 used.

In the following, this is the case of the sensor detection 15 generated signal for an absolute roll acceleration W of the vehicle body 9 further processed. The order of the applied filter methods is freely selectable.

In a preferred embodiment, that of the sensor detection 15 generated signal for an absolute roll acceleration W of the vehicle body 9 a low pass filter 16 fed. Through the low pass filter 16 this result signal is the sensor detection 15 smoothed. The low pass filter removes 16 high-frequency signal components that are not from the control loop 14 to be edited. These are, for example, all frequencies above 3 Hz. What remains is a signal that the movements of the vehicle body to be damped 9 reproduces.

In a favorable embodiment, the signal for the absolute roll acceleration W in an integrator 17 integrated. The signal is smoothed and amplified again. The integrator generates an absolute roll velocity signal from an absolute roll acceleration signal. As already mentioned, such a signal for the absolute roll speed is also a measure of the absolute roll acceleration W of the vehicle body 9 suitable. Already the undifferentiated signal of a roll sensor 12 used, this step is usually omitted.

In a further advantageous embodiment, the signal for the absolute roll acceleration W is high-pass filtered. The high pass filter 18 removes the information about very slow body movements from the signal. Typically, frequencies below 0.5 Hz are through the high pass filter 18 filtered out. Such movements, which may be, for example, the result of a changing roadway (mountain and valley), should not be damped by the inventive active roll damping.

In a preferred embodiment of the invention is a family of characteristics 19 intended. The characteristic field 19 can according to the invention take into account various parameters. In the characteristic field 19 Any dependencies, for example, the driving speed, the actuator position, the steering wheel position, spring travel of the wheels, can be made to the position of control switches. Vehicle parameters such as track width, weight of the vehicle, positioning system and dynamic response are preferably taken into account. The characteristic field 19 generates a signal for a quantity K. based on the predetermined parameters to be considered.

In one embodiment, the characteristic field is determined 19 the current state of the predetermined parameters to be considered and generates on this basis the variable size K. This can be the characteristic field 19 be connected with appropriate sensors eg for the driving speed or the actuator position.

In a preferred embodiment of the invention is in a Stellkraftermittlung 20 the signal for an absolute roll acceleration W of the vehicle body 9 assigned to be set _{Regelkreisstellkraft} F _STELL .

For this purpose, in a particularly favorable embodiment of the invention, the size K from the characteristic field 19 with the adjusted signal for the absolute roll acceleration W (ie, adjusted absolute roll speed / roll acceleration) in the set-force determination 20 multiplied. The resulting value is a measure of a _{zustellende Regelkreisstellkraft} F _STELL . This control loop force F _STELL is designed so that the roll acceleration is attenuated on average by at least 5%.

In one embodiment, the current position of the actuator 5 considered. In this case, the control loop _{actuating force} F _STELL is selected such that the corresponding _actuating travel s of the actuator 5 not greater than the maximum currently adjustable travel is.

In a further embodiment, the control loop _{actuating force} F _STELL can be further processed with non-linear filters. This filter causes the control loop force F _SET . at very low signal levels is zero or does not change so fast.

In a further embodiment, the control unit 13 also the task to align the vehicle when cornering horizontally. In this case, the control loop force F _{STELL is} before the over to the actor 5 even raised or lowered by an additional force for horizontal alignment of the vehicle. This means that the total force to be produced results from the superposition of the individual control components.

_{According to the} invention, the control loop _{actuating force} F _{STELL is used} as a control command to the actuator 5 of the stabilizer 1 be handed over.

In one embodiment of the invention is an actuator 5 a stabilizer 1 a front axle and an actuator 5 a stabilizer 1 provided a rear axle. In this case, the control loop _{actuating force} F _STELL can be arbitrary depending on further parameters between the stabilizer 1 the front axle and the stabilizer 1 the rear axle are distributed.

This results in the closed-loop control forces on the respective actuator 5 that can be controlled or controlled as follows: F LOCK-V = F PARKING · (1 - V), F SET-H = F PARKING · V, With
F _SET-V = setpoint force front axle,
F _STELL-H = nominal force rear axle,
V = distribution variable.

If it concerns a Wegsteuerungen / Wegregelungen instead of force controls / force regulations can with s V = n RV - n LV - F LOCK-V / c V S H = n RH - n LH - F SET-H / c H the displacement s _{V of} the actuator to be set 5 the front axle and to be set displacement s _{H of} the actuator of the rear axle are determined.

According to the invention to be displaced shifts s _V , s _H in the Stellkraftermittlung 20 calculated and then as a positioning command to the actuator 5 of the stabilizer 1 the front axle and the actuator of the stabilizer of the rear axle handed over.

In 3a . 3b . 4a and 4b The behavior of an off-road vehicle when driving over a one-sided "sinus bump" is shown. The driving speed is 80 km / h, the amplitude of the bump 0,15 m, its wavelength 33,33 m. The steering wheel is held firmly during the crossing over the one-sided shaft to hide the driver. The absolute roll acceleration W of the vehicle body is measured 9 over time.

The acceleration values hereby carry the unit m / s ² because the rolling acceleration here consists of the difference signal of two acceleration sensors arranged at a distance of 1 m from each other 10 in a plane at X = const. This means that the corresponding values for the absolute roll acceleration W in rad / s ² would result in this case by division with 1 m.

3a shows the non-lowpass filtered absolute roll acceleration of a vehicle body 9 a vehicle with an open stabilizer 1 , It is under an open stabilizer 1 a stabilizer 1 to understand, in which the connection between the two wheels of an axle is interrupted. For example, it is the stabilizer 1 sliced or expanded. The illustrated unfiltered signal for the absolute roll acceleration W shows maximum values of +2.7 m / s ² and -3.0 m / s ² .

In comparison shows 3b the low-pass filtered absolute roll acceleration W of a vehicle body 9 a vehicle with an inventive active roll damping when driving over a bump. The illustrated unfiltered signal for the absolute roll acceleration W points opposite 3a lower maximum values of +2.2 m / s ² and -2.0 m / s ² .

4a shows the 3 Hz low pass filtered absolute roll acceleration W of a vehicle body 9 a vehicle with an open stabilizer 1 when driving over a bump. The measurement curves of the roll accelerations W are low-pass filtered with about 3 Hz corner frequency. Only the signal curves filtered with this corner frequency will now be considered. The signal for the absolute roll acceleration W of the vehicle body 9 is off against the signal 3a clearly smoothed. The illustrated signal for the absolute roll acceleration W of the vehicle body 9 shows maximum values of +1.3 m / s ² and -0.9 m / s ² . The enclosed between the curve and the X-axis surfaces, which is a measure of the movements of the vehicle body 9 are marked in the graph with crosses.

4b shows in comparison with the 3 Hz low-pass filtered roll acceleration of a vehicle body 9 of a vehicle with active roll damping when driving over a bump. The curve represents the same maneuver as in 4a with an inventive active roll damping. The illustrated signal for the absolute roll acceleration W of the vehicle body 9 shows maximum values of +1.2 m / s ² and -0.7 m / s ² . The enclosed between the curve and the X-axis surfaces, which is a measure of the movements of the vehicle body 9 are marked in the graph with crosses. The resulting of the filtered signals with the X-axis included accumulated surface, is in the active roll damping (according to the invention 4b ) more than 5% smaller, based on the value with open stabilizers 1 ( 4a ). It is important here that the measured / determined signals are zero shortly before the "event", ie the determination of these areas must be done with offset-corrected signals.

The illustrated example may be used as a "measurement method" to check whether or not a vehicle has active roll damping in accordance with the invention. Only with the active roll damping according to the invention are the acceleration values (and thus also the sum of the areas) smaller than in such a maneuver without stabilizers 1 , As a criterion, the amounts of the area included under the roll acceleration are to sum up and compare with the drive over a one-sided bump in passive system. If the reduction of the accumulated area in the frequency range up to about 3 Hz is at least 5% for measurement with open or non-existent stabilizers 1 , is an "active roll damping" with activatable stabilizers 1 ,

According to the invention, the actuator 5 and possibly the further actuator to adjust even with one-sided street excitation so that especially in typical Wank build frequency ranges of 1-2 Hz, the active system delivers lower roll accelerations as a result as a passive system with cut or "dismantled" stabilizers 1 ,

Claims (18)

Method for operating a control loop ( 14 ) for active roll damping of a vehicle with an activatable stabilizer ( 1 ), characterized in that rolling movements of the vehicle body ( 9 ) of sensors ( 10 . 11 . 12 ) and by a control unit ( 13 ) in a signal for an absolute roll acceleration W of the vehicle body ( 9 ) are converted. A method according to claim 1, characterized in that from the distance between two acceleration sensors ( 10 ) and the difference of their signals, a signal for a roll acceleration is determined. Method according to one of claims 1 or 2, characterized in that a Z-speed signal of a yaw sensor ( 11 ) is detected to release a signal for roll acceleration from its Z component. Method according to one of claims 1 to 3, characterized in that from the signal for the absolute roll acceleration W of the vehicle body ( 9 ) high-frequency signal components through a low-pass filter ( 16 ) and / or a nonlinear filter. Method according to one of claims 1 to 4, characterized in that the signal for the absolute roll acceleration W of the vehicle body ( 9 ) by an integrator ( 17 ) is integrated over time. Method according to one of claims 1 to 5, characterized in that from the signal for the absolute roll acceleration W of the vehicle body ( 9 ) low-frequency signal components through a high-pass filter ( 18 ) are hidden. Method according to one of claims 1 to 6, characterized in that the signal for the absolute roll acceleration W of the vehicle body ( 9 ) a characteristic field ( 19 ) is applied, wherein the determined roll _{acceleration is} assigned a directional control loop force F _STELL . Method according to Claim 7, characterized in that the results _receive further parameters, such as conventional roll stabilization _programs , in the directed closed-loop control force F _STELL . Method according to one of claims 6 or 7, characterized in that an activatable stabilizer ( 1 ) of the control device ( 13 ) is controlled with the directed control loop force F _STELL . Method according to one of claims 6 or 7, characterized in that the control device ( 13 ) the control loop force F _STELL based on the absolute roll acceleration W of the vehicle body ( 9 ) and that of the sensors ( 10 . 11 . 12 ) recorded rolling movements of the vehicle body ( 9 ) between the activatable stabilizer ( 1 ) and another activatable stabilizer is divided. Method according to one of Claims 8 or 9, characterized in that the _{roll acceleration} changed by the control loop _{setting force} F STELL is directly or indirectly controlled by the sensors ( 10 . 11 . 12 ) and the control loop ( 14 ) is supplied. Device for active roll damping of a vehicle with an activatable stabilizer ( 1 ) according to any one of the preceding claims, characterized in that the activatable stabilizer ( 1 ) in a control loop ( 14 ) is integrated to reduce the absolute roll acceleration W. Device according to claim 11, characterized in that the control circuit ( 14 ) a roll sensor ( 12 ) for detecting the roll speed. Device according to claim 11, characterized in that the control circuit ( 14 ) two acceleration sensors ( 10 ), which are designed with respect to a vehicle floor as superimposed transverse acceleration sensors. Device according to claim 11, characterized in that the control circuit ( 14 ) two acceleration sensors ( 10 ), which are designed as with respect to a vehicle floor side by side arranged vertical acceleration sensors. Device for active roll damping according to one of claims 13 or 14, characterized in that the acceleration sensors ( 10 ) are arranged in a common plane perpendicular to the direction of travel. Device for active roll damping according to one of claims 13 or 14, characterized in that a yaw sensor ( 11 ) is provided for determining the Z-speed. Device for active roll damping according to one of Claims 11 to 16, characterized in that a control unit ( 13 ) is provided, which the signals of the sensors ( 10 . 11 . 12 ) and on an activatable stabilizer ( 1 ) acts.