FR2691676A1 - Method and apparatus for generating control or regulation signals of a controlled or adjustable chassis. - Google Patents

Abstract

a) Method and device for generating control or regulation signals of a controlled or adjustable chassis. b) Method characterized in that: - it comprises sensors (lij) to detect the first signals (Zarvl, Zarvr, Zarhl, Zarhr) which represent the relative movements between the sets of wheels and the body of the vehicle and, - provision is made means (6, 7) for detecting the second signals (aq, al) representing the longitudinal and / or transverse movements of the vehicle and - other means (2, 3, 4, 5) are provided for determining from the first signals (Zarvl, Zarvr, Zarhl, Zarhr) and second signals (aq, al) and taking into account the parameters of the suspension and / or damping elements of the suspension system, the instantaneous modal speeds of the vehicle body.

Description

"Method and apparatus for generating

  control or regulation of a chassis controlled or re-

  The present invention relates to a method for generating control or regulating signals

  a controlled or adjustable suspension for movements

  of a personal motor vehicle and / or used

  shut with at least two sets of wheels.

  The invention also relates to a device

  for the implementation of such a method.

  To improve the ride comfort of cars and / or trucks, the design of the chassis is of paramount importance This requires suspension systems and / or damping,

consistent in the chassis.

  In the case of passive frames used in

  most of the time, the suspension systems

  and / or depreciation are designed in accordance with the

  predictable determination of the vehicle, during assembly, either with a hard tendency (sports suspension) or with a tendency to

  flexible (comfortable suspension) In such systems

  it is not possible to act on the characteristic

  than the chassis during operation.

  On the other hand, in the case of active chassis,

  we can act on the characteristic of the system of sus-

  pension and / or damping during the use of the chassis, depending on the state of operation, in the direction

  a command or a regulation.

  To control or regulate such a frame

  First of all, it is necessary to take into account the passenger / vehicle floor system Passengers or shock-sensitive loads, perceive the vertical movements of the bodywork as reducing

  the ride comfort These movements of the body-

  series originated mainly from the former

  citation generated by the irregularities of the

  on the other hand, changes in the working state such as the steering movements of

braking or acceleration.

  By minimizing the movements of the coach-

  the vehicle, improved ride comfort.

  To oppose the movements of the body by an active system of suspension and / or damping, one

can follow two strategies.

  We can first detect the origin of the movements of the body This means that it is necessary to detect the irregularities of the roadway before they reach the vehicle This process, by

  example is described in DE-C 11 58 385.

  Other causes of changes in the working state such as the steering movements of

  braking or acceleration, almost before their ef-

  on the bodywork of the vehicle, may be de-

  tected by observing adjusters corresponding to

  For example, variations in steering angle and / or throttle position can be detected to detect guiding maneuvers.

  and / or acceleration In this case, one can thus treat

  an effective minimization of body movements, almost instantaneously with their birth.

  Moreover, we can determine the movements

  The determination can be made directly by measuring, for example by using acceleration sensors or indirectly by reconstructing, for example by measuring the movements of the suspension and

  using reconstruction methods.

  The realization of the first strategy

  This is disadvantageous because of the detection of unevenness of the roadway, because this requires sensors, for example ultrasonic sensors or optical sensors, the production of which is very expensive.

  DE-A 37 38 284 describes, for example,

  the second strategy According to this process, we measure

  the movements of the bodywork in the form of

  The disadvantage of such systems is the need for relatively

  complicated and expensive for acceleration.

  EP-A-0321 078 discloses a system

  of chassis regulation according to which, we determine

  do the local accelerations of the bodywork without

  use acceleration sensors Between

  wheels and the bodywork, suspension and / or damping systems are

  particular, using the signals of movements relating to

  between the bodywork and the wheel assemblies, neglecting the damping force, the body's local speed is rebuilt for the bodywork.

  at the points of attack of the suspension systems

  and / or damping of the bodywork

  local bodywork, are then used

  to control and / or regulate the local system of

  pension and / or depreciation in the sense of a

  duction of this local speed of the bodywork.

  The system described in EP-A-0321 078 has three main disadvantages:

  1 The determination of the local speed of the body

  and the local minimization, have the consequence of practically ignoring the overall movements of the bodywork such as

  bending, rolling or swaying movements

  Thus, it is not possible to act smoothly on these overall movements of the

  bodywork in the sense of their reduction.

  2 The process of reconstructing the movement of the bodywork from the suspension movement

  gives usable results only for a

  rectilinear cement at constant speed (excitation caused by the irregularities of the ground); from this

  In fact, we can not minimize the movement of the car-

  bodywork for guiding, braking

and / or acceleration.

  3 In particular, it has not proved very interesting to neglect the depreciation power for the reconstruction of the local speed of the

  bodywork, because in general, the strength of

  mortality is not negligible compared to the

force springs.

  DE-A-34 08 292 discloses a system

  active suspension in which, from the distance of

  this between the body and the wheels (race of

  pension), average height, average tilt angle and oscillation angle are calculated

  of the bodywork compared to the base

  terminates adjustment forces to control

  supports associated with the wheels and the coach-

  to adapt in a predetermined manner the height

  calculated average speed or tilt or oscillation angle, to the desired values The influence of transient rolling conditions (braking and acceleration guiding maneuvers) are not taken into account The determination of the average movements of the bodywork and the fact of neglecting the influences of the non-stationary rolling states, does not allow in this system, to influence in a directed way, the

  instantaneous real movements of the bodywork.

  DE-A-34 08 292 furthermore describes

  body movements in the form of movements

  lifting, swinging and rocking

  is lying; it is thus the components of movements

  which are independently influenced by regulation.

  However, the choice of these components is not possible

  parément: thus, the movement of the bodywork can also be described as follows the movement of oscillation and the vertical movement

  two points in the front part and the

of the bodywork.

  the vertical movement of three points of the body

series (three non-aligned points).

  the three components of so-called

  modal (this term will be clarified later-

  is lying). and an active chassis also helps to influence one

  of these sets of motion components, to the

  see independently for each component.

  The document DE-A-40 39 629 0-21 makes it possible to reconstruct, by dynamic filtering, suspension movements measured while taking account of the movements

  longitudinal and / or transversal dimensions of the vehicle, the

  instantaneous bodywork in the form of

  lifting, tilting and oscillating movements

  On the basis of this, a special weighting

  the weighted movements of the car-

  the points of attack of suspension systems

  bodywork and opposes these movements.

  in a known manner by controlling the suspension system The weighting is then performed so that the modal components of the movement of the body

  series are operated with different amplitudes

  your. Based on the measured signals representing the local movements of the vehicle body in

  points of the bodywork, the

  Document DE-A-41 17 897 1 makes it possible to draw conclusions on existing instantaneous movements.

  bodywork in the form of movements of

  lift, oscillation and tilting Starting from there, one determines the instantaneous, modal components

  of the bodywork movement and are weighted differently

  on the basis of the driving maneuvers By controlling the suspension systems,

  forces which are linear with respect to the velocities

dales of the bodywork.

  The present invention aims to develop

  per a simple and inexpensive system of chassis regulation for controlled and separate damping

  instantaneous movements, real bodywork.

  For this purpose, the invention relates to a method for

  of the type defined above, characterized in that

  the first signals that represent the movements

  between the wheel assemblies and the car-

vehicle body and,

  second signals are detected which represent

  feel the longitudinal and / or transverse movements

the vehicle and,

  from the first signals and se-

  signal conditions, taking into account the parameters of the

  suspension and / or depreciation of the system

  of suspension, the modal speeds

  stantanées of the vehicle body and, by control of the suspension systems, apply forces corresponding to linear combinations of the modal speeds of the body. The invention also relates to a device which comprises sensors for detecting the first signals which represent the relative movements between the wheel assemblies and the vehicle body, and means are provided for detecting the second signals representing the longitudinal and / or transverse movements. of the vehicle and other means are foreseen to determine from

  first signals and second signals and

  account of the parameters of the suspension and / or damping elements of the suspension system,

  instantaneous modal speeds of the bodywork of the vehicle

  with the help of these, the application of

  these by controlling the suspension system,

  instantaneous modal velocities, which are linear combinations of modal velocities

of the bodywork.

  Starting from a simple detection of movements

  suspension elements between the vehicle body and the wheels and detecting the longitudinal and / or transverse movements of the vehicle, the present invention has the advantage that the control of the suspension system according to the invention between the body and the wheels exerts forces allowing to separately dampen the own oscillations of the vehicle This means that

  suspension systems generate forces

  proportional to the modal speeds of the bodywork.

  From signals representing the movements

  suspensions and signals representing the

  longitudinal and / or transversal movements of the vehicle

  the, taking into account the characteristic quantities of the

  suspension and / or damping elements of the

  In order to control the suspension systems, the linear modal velocities of the vehicle body are determined by controlling the suspension systems.

  the body This allows a damping adjusted

  the instantaneous speeds of the body.

  In other words, the damping proportional to the modal speed of the control characteristic

  said Skyhook, that the control of the system of sus-

  pension exerts such forces as the different

  own forms of oscillation of the bodywork

  can be amortized separately according to "skyhook" depreciation.

  According to an advantageous development of the in-

  vention, we are acting on the modal speeds independently

  quantities representing the rolling state and / or influencing this state, additively and / or multiplicatively. It is furthermore advantageous to detect the transverse movements of the vehicle by sensors

  steering angle and / or appropriate

  requested signals provided from the speed sensors of

  rotation of the wheels To detect the long movements

  of the vehicle, it is appropriate to use the

  the sensors of the rotational speed of the wheels.

  In addition, to detect the transverse or longitudinal movements of the vehicle, it is also possible to use

  acceleration sensors positioned

  priate. The invention is particularly advantageous for controlling continuously adjustable, semi-active suspension systems. Such continuously adjustable semi-active suspension systems are usually

  designed as suspension and / or damping elements

  whose suspension characteristics and / or

  damping are continuously adjustable.

  While fully active suspension systems can exert forces independent of suspension motions, in the case of semi-active, adjustable chassis control systems,

  continuous, it is advantageous to choose in a complementary way

  for a non-achievable target force, maximum hard or soft setting This is described by

  example in DE-A-35 24 862.

  A particularly advantageous achievement

  of the invention consists in selectively distributing

  the rolling or oscillating movement of the vehicle

  This allows to influence for example the behavior

  vehicle guidance or guidance, under-steering or

on steering gear or neutral guidance.

  The invention also relates to a device which comprises sensors for detecting the first signals which represent the relative movements between the wheel assemblies and the bodywork of the vehicle and, there is provided means for detecting the

  second signals representing the longitudinal movements

  of the vehicle and / or transverse

  other means are foreseen for determining

  from the first signals and seconds

  and taking into account the parameters of the elements

  suspension and / or damping of the sus-

  pension, the instantaneous modal speeds of the car-

  the vehicle bodywork and with the aid of these,

  forces by controlling the suspension system.

  depending on the instantaneous modal speeds,

  forces that are linear combinations of the velocities

its modals of the bodywork.

  An exemplary embodiment of the invention is

  shown in the drawings and will be described hereinafter

  more detailed picture: Figure 1 is a perspective view of a

vehicle model.

  Figure 2 shows schematically the ele-

main features of the invention.

  For the description of the example of

  the following points should be noted:

  concerning expressions such as the form of oscilla-

  cleanness, modal coordinates and primary oscillation

  Cipale. Like any oscillating system, a vehicle

  (see its vertical movement), has a certain

  number of own oscillation forms (modes) with each

  that both modal and coordinate coordinates

  (modal coordinates) Each movement (ver-

  tical) of the vehicle can be composed at any time of the own forms of oscillation but in time, the component according to which each form of oscillation

  own participates in the movement, is variable

  The idea of modal coordinates is to describe the distribution of fractions or components in a quantitative way: at each moment of motion, the value of a modal coordinate coincides with the fraction according to which the form of oscillation proper

  correspondent participates in the movement.

  The particular movements (green movements)

  tical) of the vehicle, are its main oscillations (modal movement): these movements are characterized in that during the whole movement, there is only one

  only form of proper oscillation; all the coordinates

  modal births are thus worth nothing except

of one.

  In automobile technology, the "vertical" movement (vertical displacement of the center of gravity), the angle of oscillation (rotation around the longitudinal axis) and the angle of rotation are frequently used to describe the (vertical) movement of the bodywork.

  tilting (rotation around a transverse axis).

  When these coordinates are also the coordinates

  For example, there is a main oscillation

  tilting blade for which, there is a movement

  simple changeover in the sense that the center of

  life is at rest and there is no movement

  oscillation (uplift and bone

  If, on the other hand, only the oscillation angle is a modal coordinate, we have two uplift / tilt movements, coupled

  for the main oscillations: the green movement

  tical center of gravity is combined with a tilting movement (and vice versa); for one of these main oscillations, the uplift component dominates (much uplift, less tilt) while for the other, the tilt component dominates.

  The fact that the uplift, the angle of

  the vehicle body angle of oscillation is effectively a modal coordinate, depends mainly on two factors. On the one hand, it depends on the vehicle itself and on the other hand, the type and embodiment of the vehicle system. regulation

  chassis (active or semi-active)

  neral that the oscillation is a modal coordinate when the chassis is connected to the body in longitudinal symmetry and if the principal axes of inertia of the vehicle body coincide with the longitudinal axis, the transverse axis and the longitudinal axis. vertical axis This property of the vehicle is true for

  many current vehicles; it is true inde-

  from the chassis control system used

Everytime.

  In the case of vehicles with semi-automatic

  the chassis control elements, made for example by a conventional suspension chassis and adjustable dampers, the stroke and the tilt angle are not always modal coordinates This is indeed the case only if there is a certain relationship between the hardness of springs CV, CH of the support springs

* the front axle and the rear axle and the disc

  axles with respect to the center of gravity

  Thus, when the ratio a * cv / c * c H is approximately equal to unity, an effective action, practically decoupled (practically ideal), is effected by the movement of the bodywork (a * cv = c * cu). of uprising,

oscillation and tilting.

  For the applications, there is a second important case according to which, we have a particular relation between the moment of inertia IN of the bodywork by

  relative to the transverse axis, its mass mk and the distance

  this axles a and c (IN = mk * a * c); That relation

  at least approximately certain types of

  In this case, the modal coordinates

  the (in addition to the oscillation angle) are given by the vertical displacement (zv and zi) of the front and rear of the body El is thus possible and interesting to influence the movement of the front and

  from the rear of the bodywork and the bone movements

  cillation, independently by means of regulation.

  In the example of realization which will be de-

  Hereinafter, the following steps are performed: 1 Starting from the suspension signals, it is determined

  using dynamic filters, first of all the

  instantaneous poses of the movement of the coach-

  These components give the instantaneous movement

  born real of the bodywork only in the case o

  the vehicle moves without acceleration (acceleration

  lengthwise zero) in a straight line (transverse acceleration equal to zero) (The cause

  movements of the bodywork result from the irre-

gularities of the soil).

  2 By taking appropriate account of the longitudinal and / or transverse movements of the vehicle,

  makes corrections to the movement components

  obtained under point 1 Only by taking account of longitudinal movements

  and / or transversals possibly different from

  ro, that we can completely determine the

  real bodywork The description of the

  movement of the bodywork can be done according to different sets of coordinates (each time three coordinates) for example

  Lift, swing angle, swing angle

  The angle of oscillation and the vertical movement of the bodywork at two points substantially in the front zone and the rear zone of the bodywork,

Modal coordinates.

  3 We will now describe the movement of the coach-

  in modal components (transformation of

  their snapshots of the coordinates chosen in

  modal coordinates) These coordinates are inde-

  the distribution of the masses and the system

  suspension and must therefore first be deter-

  for each vehicle separately.

  particularly advantageous that the movement of the bodywork, determined according to point 1 and completed according to point 2, be indicated immediately in modal coordinates; under these conditions, there is no

more than 3.

  4 The modal components of the motion are weighted independently of each other This corresponds to a weighting of the own oscillation forms, since the instantaneous values of the modal coordinates represent the instantaneous components according to

  which the proper forms of oscillation correspond to

  participating in the movement. Thus, the

  oscillation of the body is weighted

  more strongly in a curved displacement (de-

  transverse acceleration) During braking and / or acceleration maneuvers (detection of longitudinal acceleration), it is more interesting to weight the

  lifting and tilting movements or following

  the proper forms of oscillation, movements

  vertical elements of the front part and the

rear of the bodywork.

  The weighted instantaneous values of the modal components of movements are then transformed by calculation into weighted lifting movements,

  tilting and oscillation

  verses from weighted modal coordinates in

  weighted coordinates of oscillator uplift

  tilting and switching) Then, using the

  force distribution, we obtain control signals for the suspension systems that represent the set forces.

  elements of the distribution matrix of the

  In addition, it is possible to choose a selective distribution of the roll torque and

pitching of the vehicle.

  An example of an embodiment will illustrate

  by block diagram the system according to the invention for controlling or regulating a chassis In this embodiment, the chassis comprises four sets of wheels and two axles In addition, in this example

  realization, it is assumed first of all that the movements

  tilting and swinging uplift are components of body movements

of the vehicle.

  Figure 1 shows a model in space, simple of a vehicle with longitudinal symmetry to four

  wheels and two axles In the following, the index i des-

  the corresponding axle, that is to say that for the index i = h, we designate the characteristics of the rear axle and for the index i = v, we designate the corresponding characteristics of the axle

  before Reference 30 designates suspension systems

  and depreciation, including each time a res-

  spring constant fate Ci and in parallel a

  damping constant di The wheels carry the

  31 and are described in a modeled way, each

  that times by members placed in series having a mass Mri and a spring constant Cri representing the spring stiffness of the wheel The roadway bears the reference 33 and the mass body Mk has the reference 32 The center of gravity S of the bodywork the vehicle is at distance a from the axle

  before and at the distance c from the rear axle b

the halfway.

  FIG. 2 shows by way of example the main elements of the system. The references lvl,

  lvr, lhl, and lhr represent the sensors; the reference

  2 denotes the dashed entourage of a first filter combination comprising elements

  of filter 11, 12, 13 The reference 3 represents

  interrupted, the action elements by addition and / or multiplication; references 16 and

  17 correspond to the additive combinations and the

  ferences 18, 19, 20 with multiplicative combinations.

  The references 14 and 15 represent filter elements, the reference 4 designates in the surrounded part

  interrupted, a second combination of

  be formed of the filter elements 21, 22, 23, 24; reference 5 designates in the part surrounded by a broken line, the suspension systems to be controlled

  vl, 25 vr, 25 hl, and 25 hr References 6 and 7 des-

  Ignition means for detecting transverse movement and longitudinal movement of the vehicle.

  The operation of the exemplary system for generating control or control signals of an active chassis will be described below.

  in more detail using Figures 1 and 2.

  Each set of wheels or suspension system

  pension and / or amortization detects at the level of

  each sensor lvl, lvr, lhl, lhr, the movements

  between the wheel and the vehicle body, such as the relative suspension stroke and / or the suspension speed and / or the corresponding magnitudes, for example the differences in

  pressure damping systems.

  In this exemplary embodiment, the output signals are signals representing the relative suspension strokes Zarij; the index i denotes the corresponding axle, that is to say that for i = h, we have the suspension strokes for the rear axle and for i = v, we have the suspension strokes of the axle

  before; the index j denotes the side of the vehicle corresponding to

  the signal, that is to say that for j = r, we have the right side of the vehicle and for j = l the left side, the

  direction of view from the back to the front.

  These signals can be obtained by direct measurement of the suspension stroke and / or by measuring the speed of

  the suspension stroke and / or with correct magnitudes

  such as differences in

  pressure of damping systems In this example,

  realization, at the output of lij sensors, we have

  Zarvl, Zarvr, Zarhl and Zarhr signals.

  These signals are transmitted to the first combination of filter elements 2 which combines them. This combination is done in the filter elements 11, 12, 13. Like all the other filter elements of the filter element.

  system, these elements may be

  digital tronics ensuring, for example,

  of a differential equation representing the

  transfer characteristics in calibration units

  or by analog electronic means, for example by copying the transfer characteristics

  by a differential equation translated by

electronic speakers.

  The whole of the first combination of

  filter, 2 is characterized by its transfer

  For example, fert is represented by a matrix: / Sv Sv Sh Sh Sv / r -Sv / t Sh / r -Sh / (1) -Sv / p - Sv / p Sh / q Sh / q in this matrix, Sv ( s) = - (Cv + dv * s) / (Mk * s) and Sh (sl = - (Ch + dh * s) / (Mk * s) and 1 / r = (b * Mk) / Iw and 1 / p = (a * Mk / In and 1 / q = (c * Mk) / In and, s Laplace variable a Distance between the front axle and the center of

gravity of the bodywork.

  c Distance between the rear axle and the center of

gravity of the bodywork.

b Halfway.

Mk Mass of the bodywork.

  Iw Moment of inertia of the bodywork compared to

its longitudinal axis.

  In moment of inertia of the bodywork with respect to its transverse axis. dv Damping constant of shock absorbers

the front axle.

  dh Constant damping dampers of

the rear axle.

  CV Hardness of the springs of the front axle.

  Ch Hardness of the springs of the rear axle.

  The characteristic parameters of the vehicle, mentioned above, such as the distance from the center of gravity and the moments of inertia must be

  To obtain these data, we know

  These processes are specific to the vehicle.

  in addition, they depend on the load of the vehicle Ain-

  if, in particular, a unilateral

  proud one or more parameters To remedy these problems, we can consider several solutions:

  The system according to the invention is applied to the vehicle

  the vacuum or the vehicle with a typical

  load characteristics Differences between the

  actual ranges and the parameters applied may, if necessary, result in small variations in the effect of the system according to the invention without departing from the

framework of the invention.

  A choice of different sets of parameters is envi-

  sizable according to the state of the load Thus, the system

  according to the invention is always adapted to different

various data.

  in the first combination of filter 2, the signals of the suspension strokes are combined in a manner

  linear as described below.

  (zb '\ Sv Sv Sh S Aarvi alphab' = Sv / r -Sv / r Sh / r -Sh / * Zarvr betab '-Sv / p -Sv / p Sh / q Sh / q Zarhl Zarhr

  The combinations between them result ma-

  thematically of the matrix multiplication of the four-component vector (Zarvl, Zarvr, Zarhl, Zarhr) with matrix 1 of the transfer characteristics The different filter elements 11, 12,

  13 may for example be conceived as an element of ad-

  edition according to the matrix multiplication method

vectors.

  Filter Elements: FE 11: Zarvl * Sv + Zarvr * Sv + Zarhl * Sh + Zarhr * Sh FE 12: Zarvl * Sv / r Zarvr * Sv / r + Zarhl * Sh / r Zarhr * Sh / r FE 13: - Zarvl * Sv / p Zarvr * Sv / p + Zarhl * Sh / q + Zarhr * Sh / q

  The resulting combination results

  corresponding to the speeds of uplift, os-

  flickering and tilting (zb ', alphab' and betab ') of the vehicle body moving in line

  right without acceleration (excitation with origi-

  The alphab or betab references represent the rotational movements of the bodywork about the longitudinal axis or the transverse axis and zb 'denotes the lifting stroke of

  bodywork The references alphab ', betab' des-

  ignore the derivatives of the variables alphab, betab and zb

according to the time.

  It should be noted here that the first filter combination 2 is a dynamic transfer function filter. It is only by taking into account the dynamic behavior of the wheel and the bodywork that we can reconstruct the instantaneous movements.

  of the bodywork from suspension movements

if we.

  Combination results (alphabet and be-

  tab ') matched with the first filter combination 2

  give the instantaneous values of the oscillation angles-

  and 'alpha' and 'beta' tilting only for the case where the vehicle is traveling in a straight line without acceleration while the lifting speed

  zb 'is independent of the state of acceleration of the vehicle

  cule, that is zb '= z' If there are maneuvers

  braking, acceleration and / or guidance, the

  tilting and tilting movements

  tab 'must be completed in the following way alphaq' = (Ew (s) * aq) / (Iw * s) and betal '= (In (s) * al) / (In * s) (2)

  by the additive combinations 16 and 17 in the

  3 In order to obtain: alpha '= alphab' + alphaq 'and beta' = betab '+ b'al' and zb '= z' (3) in these formulas aq and al represent the transverse and longitudinal acceleration of the vehicle detected

  by the means 6 and 7 Ew and En designate the functions

  transfer agreements; S is the Laplace variable

  Ew and En are used to determine the posi-

  of tire models In a series of

  simple realization of the system according to the invention, the quantities Ew and En have the following form Ew = h * Mk and En = -h * Mk, (4),

  in these formulas Mk represents the mass of the body

  series of the vehicle and h the height of the center of gravity

of the vehicle.

  The tilting and oscillation uplift speeds (z ', beta' and alpha '), supplemented by

  this way and which represent the movements

  stantanized vehicles during the steering operations

  age of braking and acceleration, are weighted by the multiplicative combinations 18, 19, 20 This is done by multiplication by the quantities gh, gw and gn

and can be done separately.

  It is advantageous to choose quantities gh, gw and gn independently of quantities representing the state of displacement and / or which influence the speed of movement, the guiding and / or acceleration braking maneuvers of the vehicle and / or the temperature room. At the output of the third filter element,

  thus has the speeds of lifting, rocking-

  and oscillation zg ', betag' and alphag ').

  While the signals of acceleration

  transversal and / or longitudinal aq and / al are available.

  at the input of the filter elements 14 and 15, alphaq 'and betal' signals are available at the output of the

  filter elements 14 and 15 whose transmission function

  Ew (s) / (Iw * s) for the filter element 14 described according to equations 2

  In (s) / (In * s) for the filter element 15.

  The signals representing the transverse acceleration aq and the longitudinal acceleration al of the vehicle are detected by the means 6 and 7 This can be done for example by appropriate sensors

of acceleration.

  However, it is advantageous to determine

  the signals of the transverse acceleration aq of the vehicle

  from the signals provided by a sensor of

  in particular when these signals are derived from a control or a slave control. It is furthermore advantageous to determine the signals of the longitudinal acceleration of the vehicle

  from the signals of the rotational speed sensors

  wheels which are used for example

  also in an anti-lock system.

  In summary, for the influences in the

  3, we note that these are actual speeds

  the tilting and oscillation signals reconstructed from relative signals between the bodywork and the wheel assemblies as well as signals representing

  the transverse acceleration aq and the acceleration lon-

  of the vehicle and that, moreover, it is

  possible to influence in a guided manner the movements

  instantaneous bodywork to dampen for example a particular movement especially in

  consecutive exploitation of the data and for

  the damping characteristic by accentuating it

or by attenuating it.

  In the embodiment described above,

  above, the description of the movements of the coach-

  are the coordinates of the vertical movement

  tical center of gravity of the bodywork (raises

  rotation of the bodywork around its longitudinal axis (oscillation angle) and the

  rotation of the bodywork around its transverse axis

  sal (tilt angle) In addition, the movements of

  oscillation and tilting uplift

  also to the movement components that must be influenced separately by the regulation. This is particularly interesting only if the coordinates of

  uplift of swing angle and swing angle

  are modal coordinates. The inde-

  pendent swing uplift movements

  and failover is thus concerned in principle with

Modal posantes of the movement.

  As already indicated, the movements of

  oscillation and tilting are not

  modal components of movement only if there is a re-

  determined between the springs hardness cv, CH front axle suspension springs and

  the rear axle and if distances a and c with respect

  the center of gravity of the bodywork is

  wind in a certain relation (a * cv = c * ci) Only if the ratio a * c, / c * c H is approximately equal

  to unity that one has a decoupled influence, practically

  effective (almost ideal)

  oscillation and tilting uplift.

  For the application of the invention to

  hicules, there is a second important case for which there is a particular relation between the moment of inertia IN of the bodywork around its transverse axis, its mass mk and the distances a and c of the axles (IN = mk * a * c) As already indicated, this relation applies at least approximately to certain current types of vehicles In this case the modal coordinates (in addition to the angle of oscillation, are given by the vertical movements (zv and z H) already mentioned

  front and rear part of the coach-

  It is then possible and even interesting to

  the movement of the front and rear part of the bodywork and the oscillation movement in an independent manner, however, it is necessary to use a method of calculation and weighting slightly different from the one described

  Figure 2 This modified process will be evo-

* briefly below The quantities used in the following appear in the list corresponding to matrix 1.

  1 Determination of oscil-

  tion and switching (z ', alpha', beta ') to

  measured suspension movements, acceleration

  longitudinal and cross-sectional

  in the example of embodiment already described).

  2 Transformation into modal components of speed calculation of the vertical speeds of the bodywork in

  points of the front and the

  of the bodywork (z, ', Zh') from the

  uplift and tilt movements z 'and beta' determined according to the relations: z, '= z' a * beta 'Zh' = z '+ c * beta' 3 Weighting of the modal velocity components

  Zv ', Zh', alpha '(oscillation velocities) independently

  with each other: Zvg '= gvo * zv' Zhg = ghi * zh 'alphag' = gw * alpha '

  The weighting coefficients gvo, ghi and gw may

  can be chosen advantageously according to quantities representing the state of displacement and / or

  influencing this state such as the speed of

  placement, guide braking maneuvers

  and / or acceleration of the vehicle and / or the temperature

ambient temperature.

  4 Reverse transformation at lift speeds

  oscillation and tilting behavior: calculation of weighted lifting and tilting speeds

  zg 'and bêtag' from the weighted modal velocities

  Zvg 'and Zhg': zg '= lc / (a + c) l * zvg' + la / (a + c) l * zhg 'betag = l 1 / (a + c) * zvg' + l 1 / (a + c) * ZHG '

  It should be noted that we can also meet

  insert steps 2 to 4 as follows: zg 'gll O g 13 za alphag' = tg 22 O * alpha 'betag' g 31 O g 33 beta 'In this formula: gll = lc / (a + c) l * gvo + ## EQU1 ## In this exemplary embodiment, the system according to the invention is characterized in that according to the geometric distribution of the mass of the vehicle and / or the parameters characterizing the

  suspension systems, the movements of the coach-

  are adjustable separately: either tilt and swing lift movements.

  the oscillation movements and the displacements

  vertical parts of the vehicle body at

  calf of the front axle and rear axle.

  Depending on the modal components of the

  In this way, the weighting speeds are

  tilting and oscillation event (z ', beta', al-

  pha ') is the speed of oscillation and the vertical speeds of the vehicle body at the front axle and the rear axle (beta', z, ',

  Zh ') As it appears in the foregoing, it is possible to

  thus dies the modal speeds of the bodywork.

  In both cases, in this example of

  at the outlet of the third elements of filament

  be, we have weighted rates of uplift,

  tilting and oscillation (zg ', bêtag' and al-

  phag '). In the case of a vehicle with four wheels and two axles with between each wheel and the bodywork, active or semiactive actuators, the uplift and oscillation speeds (zg ', b'tag' and alphag ') obtained at the output are combined. third weighted or amplified filter elements (3) for combining them

  in four units (4) The four units (4) are

  write as follows for their transfer function in the form of a matrix: Wire F 12 F 13

1/2 * | F 21 F 22 F 23

F 31 F 32 F 33

F 41 F 42 F 43 (5)

  in this force distribution matrix (5), the following components are -: F 1 = F 21 = a 2 / (a + 2) -: F 31 = F 41 = a / (a + a 2) -: F 12 = F 22 = (1 / bl) * (ro / ro + 1) -: F 32 = F 42 = (1 / b 2) * (1 / ro + 1) -: F 43 = F 33 = -F 23 = -F 13 = 1 / (al + a 2) and,

  -: al represents the distance between the center of gravity

  vehicle body and the front axle.

  -: a 2 represents the distance between the center of gravity

  bodywork of the vehicle and the rear axle

re.

  -: 2 * bl represents the distance between the points of

  Squeeze body actuators on the front axle.

  -: 2 * b 2 represents the distance between the points of

  Squeeze body actuators on the rear axle.

  The significance of the quantity ro will be explained ul-

  térieurement. Thus, in the four units (4) we combine

  linearly the weighted velocities of

  tilting and oscillation (zg ', betag' and alphag ') as follows fvl i Fl F 12 F 13 zg' {fvr = 1/2 * F 21 F 22 F 23 * alphag | fhl F 31 F 32 F 33 b 'fhr F 41 F 42 F 4 (6)

  The combinations between them derive

  thematically by matrix multiplication of the

  three-component converter (zg ', alphag' and betag ') with the force distribution matrix (5) characterizing the transfer function The different filter elements 21, 22, 23, 24 can be designed in this case, for example according to the vector matrix multiplication requirement in the form of multiplication and addition elements in the following manner Element 21: (F11 * zg ') + (F 21 * alphag') (F13 * bêtag ') Element 22: (F 21 * zg ') (F 22 * alphag') (F 23 * betag ') Element 23: (F 31 * zg') + (F 32 * alphag ') + (F 33 * betag') Element 24: (F 41 * zg ') (F 42 * alphag') + (F 43 * betag ') in these formulas, the quantities Fij are defined

as indicated above.

  The result of the combinations gives at the output of the four elements (4) the results of combination

  (fvl, fvr, fhl, fhr) representing the forces of com-

  These control forces are forces of con-

  sign for hydraulic cylinders (active system) or

  for adjustable dampers (semi-active system).

  The results of the combinations (fvl, fvr, fhl, fhr) control the actuators By soliciting the actuators by the control signals (fvl, fvr,

  fhl, fhr), corresponding control forces are applied

spawning to set forces.

  A particularly advantageous embodiment of the system according to the invention consists in controlling the

  actuators using a subordinate regulatory circuit

  If the target forces corresponding to the

  control units (fvl, fvr, fhl, fhr) are

  linear control systems, account is taken of the

  non linear behavior of the damper, in particular of a semiactive damper by applying a force of

  command corresponding to the set force.

  If one uses semi-active systems, he

  the signals representing the movements

  between the wheel assemblies and the car-

  of the vehicle and comparing the control signals (fvl, fvr, fhl, fhr) with

  suspension maneuver the damping settings.

  In addition, in the case of non-real

  sands, one can choose as a substitute

  hard or soft settings set at their maximum value.

  This can be done for example as described in DE-A-39 30 555 4 in that account is taken of the relative movements between the wheel assemblies and the body of the vehicle by choosing a hard or soft replacement setting depending of the strength of

  setpoint and relative movements.

  For the physical interpretation of the force distribution matrix (5), it can be assumed that

  the relation (6) is equivalent to the following equations

  : fvl + fvr + fhl + fhr = z '(7 a) bl * (fvl-fvr) + b 2 * (fhl-fhr) = alphag' (7b) -al * (fvl + fvr) + a 2 * (fhl + fhr) = bêtag '(7 c) bl * (fvl-fvr) ro * b 2 * (fh-fhr) = O (7 d) For this, it suffices to simply form linear combinations of forces ( fvl, fvr, fhl,

  fhr) of the formula (7) and to replace the forces

  the same by the straight parts of the formula (6).

  The relation (7d) follows from the formula

  vante: ro = lbl * (fvr-fvl) l / lb 2 * (fhr-fhl) l = const It (8) in the numerator of this formula, we recognize the oscillation torque of the two control forces before and in the denominator the oscillation couple of

  two rear control forces The parameter ro de-

  the distribution of tilting or oscillation torques (front, rear) of these forces and

  equation (8) indicates that this distribution is in-

  In addition, its value can be chosen freely in the force distribution matrix. Thus, by the choice of the parameter ro, we arrive at

  thus to an adjustable distribution of the oscillating torque

  and / or tilting for the control forces.

  For the physical meaning of the other relations according to the formulas (7) one can consider the following equations of movement of the bodywork Ma * z '= - (fvl + fvr + fhr) + F (9 a) Iw * alpha' '= - bl * (fv1-fvr) b 2 * (fhl-fhr) + Mw (9b) In * beta '' = al * (fv1 + fvr) has 2 * (fh1 + fhr) + Mn (9c) in these formulas, the magnitudes followed by "He

  denote the second derivative of the magnitude respectively

  ve F is the resultant of forces that are not

  command forces Such forces are the

  passive forces exerted by the chassis on the body

  Furthermore, in the resultant F we also have parasitic forces, etc. Mw and Mn represent the

  couples resulting from these forces around the axis of os-

  cillation (longitudinal axis) and the flip-flop

(transverse axis).

  The references Iw and In refer to the

  of inertia around the corresponding axes

  equations of motion (9) apply in the hypo-

  modeling that the bodywork is a rigid set with alpha and beta angles, representing small rotations relative to

the equilibrium position.

  If the control forces are determined

  (fvl, fvr, fhl, fhr) using the distribution matrix

  force reduction, ie equation (6),

  transforms the equations of motion (9) under the form of

  next me for the regulated movement (Ma * z '') + (gll * z ') + (gl 2 * beta') = F (i Qa) (Iw * alpha '') + (g 22 * alpha ') = Mw (l Ob) (In * beta '') + (g 31 * z ') + (g 33 * beta') = Mn (10c)

  This follows directly from relations (7) and (4).

  If we first consider the problem of influencing separately and independently

  the uprising movement, the oscillating movement

  tion and tilting movement, it is preferable to cancel

  the weighting coefficients g 12 and g 31.

  The influence of the parameters is clearly recognized.

  strongly agree residuals g 1 l, g 22 and g 33: g 22 amortized

  for example mainly only the movement of oscil-

  tion (there is a coupling with the movement of

  removal and tilting movement only if the cou-

  ple M; depends on these movements) An analogous remark

  This applies to the influence of gll and g 33

  It is possible to have individual damping of uplift, swing and tilt vibrations.

  However, if we want, for example, to influence

  cer with a difference and independent weighting,

  the vertical oscillations of the bodywork

  the front axle and the rear axle of the bodywork, it is generally necessary to choose g 12 and g 31 different from zero and to appropriately match

  all the weights.

  If we consider the proposal thus described to improve the ride comfort integrated in an important concept of suspension control, we recognize as already indicated that it is advantageous to

  choose all the independent weighting coefficients

  of the instantaneous value of the parameters of the

  such as the speed of travel, the acceleration

  longitudinal and transverse acceleration.

  When braking or accelerating, we will choose gll and

  in particular g 33, at a significant value (by comparison

  sound at g 22) to dampen movements very quickly

  of lifting and tipping caused by

  when crossing a curve, a larger value will be chosen for g 22 (compared to gll and g 33)

  which will prove more advantageous because, then, the

  excited oscillation events will be reduced rapidly

  In this way, one can finally set a

  number of sets of parameters that characterize

  certain situations and maneuvers

  (characterized by the ranges of values for the

vehicle parameters).

Claims (9)

R E V E N D I C A T IO N S   1) Method for generating communication signals   control or regulation of a controlled or adjustable suspension for the movements of a motor vehicle   personnel and / or utility with at least two   wheels, according to which first signals are detected (Zarvl, Zarvr, Zarhl, Zarhr) which represent the movements   between the wheel assemblies and the body series of the vehicle and,   second signals (aq, al) are detected which represent   feel the longitudinal and / or transverse movements   vehicle and from the first signals (Zarvl, Zarvr, Zarhl, Zarhr) and the second signals (aq, ai) taking into account the parameters of the suspension elements and / or damping of the suspension system, is determined the instantaneous modal velocities of the vehicle body and, by control of the suspension systems, forces corresponding to linear combinations are applied   Modal speeds of the bodywork.   2) The process according to claim 1, wherein   in that modal speeds are influenced by   function of the quantities representing the state of   ment and / or influencing this state by additive and / or multiplicative.   3) Process according to claim 1, characterized   characterized in that for determining the instantaneous modal velocities of the vehicle body, the first signals (Zarvl, Zarvr, Zarhl, Zarhr).   4) Method according to one of the claims   preceding, characterized in that as velocities   instantaneous dales of the body, depending on the geometric distribution of the mass of the vehicle and / or depending on the parameters characterizing the suspension system, the following are determined: the lifting speed, the tilting speed and the oscillation speed of the body or , the speed of oscillation and the vertical speed of the bodywork at the level of the front axle and the rear axle.   5) Method according to one of the claims   characterized in that the suspension systems form suspension elements and / or   the suspension characteristics of which   and / or depreciation are continuously adjustable.   6) Method according to one of the claims   previous ones, characterized in that   different linear combinations of the modal speeds of the bodywork to adjust a chosen distribution   the oscillation and tilting torque of the vehicle.   7) Method according to one of the claims   precedents, characterized in that in the case of   semi-active suspension system, replacing a   force not achievable, we choose a maximum age hard or soft.   8) Method according to one of the claims   previous ones, characterized in that for detecting   second signals (aq, al), pro-signals are used.   from at least one guide angle sensor and / or rotational speed sensor signals from   wheels and / or acceleration sensor signals.   9) Device for the implementation of the pro-   assigned according to claim 1, characterized in that it comprises sensors (lij) for detecting the first signals (Zarvl, Zarvr, Zarhl, Zarhr) which   represent the relative movements between   wheels and the body of the vehicle and,   means (6, 7) are provided for detecting   signal conds (aq, al) representing the longitudinal and / or transverse movements of the vehicle and other means (2, 3, 4, 5) are provided for determining from the first signals (Zarvl, Zarvr, Zarhl, Zarhr ) and second signals (aq, al) and   taking into account the parameters of the suspension elements   suspension and / or damping of the suspension system, the instantaneous modal speeds of the vehicle body and using these, forces are applied by controlling the suspension system,   according to the instantaneous modal speeds,   these are linear combinations of speeds modals of the bodywork.