EP3630510A1 - Device and method for roll stabilization - Google Patents
Device and method for roll stabilizationInfo
- Publication number
- EP3630510A1 EP3630510A1 EP18721736.9A EP18721736A EP3630510A1 EP 3630510 A1 EP3630510 A1 EP 3630510A1 EP 18721736 A EP18721736 A EP 18721736A EP 3630510 A1 EP3630510 A1 EP 3630510A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- stabilizer
- sensor
- roll
- aktorstellsignal
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
- B60G21/0555—Mounting means therefor adjustable including an actuator inducing vehicle roll
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/80—Exterior conditions
- B60G2400/82—Ground surface
- B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/90—Other conditions or factors
- B60G2400/98—Stabiliser movement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
Definitions
- the present invention relates to a device for roll stabilization of a motor vehicle according to the closer defined in the preamble of claim 1. Art Furthermore, the present invention relates to a method for roll stabilization of a motor vehicle according to the closer defined in the second independent claim.
- a motor vehicle with a roll stabilization device which in each case comprises a vehicle axle associated stabilizers whose stabilizer halves each by means of one of an electronic control unit taking into account the lateral acceleration and driving speed and the steering angle of the motor vehicle inclined controlled electric actuator against each other are rotatable.
- ride height signals of the individual wheels are taken into account with respect to the vehicle body.
- the stabilizer half assigned to this wheel is at least partially tracked by the servomotor of said wheel movement.
- EP 1 955 876 B1 also an adjustable stabilizer arrangement is known.
- the magnitude of the counter torque and the allowable angle of rotation of the stabilizer sections are calculated based on signals provided by a sensor for detecting the movement of the vehicle body to a wheel movement.
- the sensor can e.g. Wheel sensors, a vehicle body sensor, but also include a sensor within the swing motor of the roll stabilizer, which detects the rotational speed and direction-dependent the angle of rotation between the stabilizer sections.
- An object of the present invention is to provide a device and a method for roll stabilization, which has a high control dynamics and / or control stability.
- the object underlying the invention is solved by the features of the independent claims. Further advantageous embodiments will become apparent from the dependent claims and the drawings.
- the invention relates to a device for roll stabilization of a motor vehicle which comprises at least one roll stabilizer which has two stabilizer parts which are connected to each other about a stabilizer longitudinal axis in a rotatable manner and an actuator for relative rotation of these two stabilizer parts.
- the stabilizer longitudinal axis extends in the vehicle transverse direction.
- the device comprises at least one stabilizer sensor for the direct and / or indirect determination of an actual stabilizer torque applied to the roll stabilizer.
- the actual stabilizer torque is preferably composed of an actuator torque applied by the actuator, a torque introduced from the right wheel into the roll stabilizer, in particular into a right torsion bar spring element of the roll stabilizer, and / or from the left wheel into the roll stabilizer, in particular into a left torsion bar spring element of the roll stabilizer , initiated torque together.
- the device has at least one driving dynamics sensor for determining a driving dynamics parameter of the motor vehicle.
- the device has an intended for a left wheel of the motor vehicle height-level sensor for the direct and / or indirect determination of a Rad Berlinnstandes the left wheel relative to a vehicle body of the motor vehicle.
- the device has a height sensor for a right wheel of the motor vehicle for the direct and / or indirect determination of a second Rad crampnstandes the right wheel relative to the vehicle body of the motor vehicle.
- the device comprises a control device for driving the actuator. With the control unit, a setpoint stabilizer torque can be determined on the basis of the at least one driving dynamics parameter.
- control unit is designed such that by means of this, taking into account the setpoint stabilizer torque and the two sensed wheel height levels, an actuator setting signal can be determined.
- the Aktorstellsignal corresponds in this case preferably a desired Aktorstellsignal with which the actuator, in particular a servo motor to be controlled.
- the control unit includes a roll control for roll stabilization, in which the control unit balances the desired stabilizer torque with the actual stabilizer torque. Furthermore, the control unit determines a roll actuator setting signal in the course of its roll control in the event of a detected deviation between the setpoint stabilizer torque and the actual stabilizer torque.
- the Wank Aktorstellsignal corresponds to that actuator signal, which is necessary to compensate for a rolling motion of the motor vehicle. Such rolling movements occur, for example, when cornering at high speed.
- control unit includes a feedforward control.
- the control unit compensates in the context of its disturbance variable connection the right Radeuxnstand with the left Rad Actuallynstand.
- controller determines in the context of its Störssennillerscnies in case of a detected deviation between the right and left Radeuxnstand a Stör Aktorstellsignal.
- control unit is designed such that it determines the Aktorstellsignal from the roll actuator control signal and the Stör Aktorstellsignal.
- the control unit thus has a regulation with feedforward control, the feedforward control being determined from wheel height readings detected by the height sensors.
- the controller of the roll control circuit described above can thus be calibrated optimized in terms of gain, dynamics and stability. Furthermore, a high control dynamics and control stability can be ensured.
- immediate means that the signal detected by the sensor corresponds directly to the desired measurement result, in this case the actual stabilizer torque.
- the term “indirect” is understood to mean that the sensor value detected by the sensor is further processed in particular taking into account additional parameter values, such as a lever arm dependent on the chassis geometry, in order to obtain the desired measurement result.
- control unit for determining the Aktorstellsignals added the Wank Aktorstellsignal and the Stör Aktorstellsignal and / or subtracted from each other.
- an engine torque and / or a motor position can be determined as actuator control signal.
- the device has an actuator sensor for determining an actual actuator control signal. Additionally or alternatively, it is further advantageous in this regard if the control unit comprises a subordinate actuator control, by means of which the specific desired Aktorstellsignal with the sensor-detected actual Aktorstellsignal is ausregelbar.
- the stabilizer sensor is a torque sensor, in particular arranged on the roll stabilizer.
- the torque sensor is provided in particular for the direct determination of the actual stabilizer torque.
- the stabilizer sensor is a force sensor, in particular for the indirect determination of the actual stabilizer moment.
- the force sensor is spaced from the roll stabilizer.
- the force sensor is preferably arranged on a directly or indirectly connected to the roll stabilizer wheel suspension element, in particular a bearing.
- control unit is designed in such a way that it determines the actual stabilizer torque on the basis of the force detected by the force sensor and on the basis of at least one lever arm dependent on a wheel suspension geometry.
- the level sensor is a distance sensor, in particular for the direct determination of the Radeuxnstandes.
- the distance sensor is intended to be arranged in the region of the wheel or a wheel carrier.
- the height-level sensor is a travel, angle, speed and / or acceleration sensor.
- the displacement sensor, angle sensor, speed sensor and / or acceleration sensor is preferably arranged on the roll stabilizer, in particular on one end of a torsion bar spring element of the roll stabilizer.
- the control unit is designed such that it can indirectly determine the Rad Waitnstand based on the sensor signal detected by the height sensor and a dependent of the wheel suspension geometry size.
- the driving dynamics sensor detects as driving dynamics parameter a steering angle, a speed, a longitudinal acceleration, a lateral acceleration and / or a yaw rate of the vehicle provided for this purpose.
- control unit is designed in such a way that it can be used to determine whether and / or for which parts the stabilizer torque is generated by the roll stabilizer itself, i. in particular caused by its actuator and / or by at least one of its two torsion bar spring elements, or by an external force transmitted from one of the wheel suspension elements provided for this purpose to the roll stabilizer.
- FIG. 1 shows a schematic partial section of a roll control with disturbance variable connection for roll stabilization of a motor vehicle.
- Figure 1 shows a block diagram of a roll control of a control device for roll stabilization of a motor vehicle.
- the control unit is part of a device for roll stabilization of a motor vehicle, not shown here, comprising a roll stabilizer comprising two stabilizer parts rotatably connected to each other about a stabilizer longitudinal axis and an actuator for relative rotation of the two stabilizer parts.
- the device has at least one stabilizer sensor for determining an actual stabilizer torque 4 applied to the roll stabilizer.
- the device comprises at least one driving dynamics sensor for determining a driving dynamics parameter of the motor vehicle. This is preferably a steering angle, a speed, a longitudinal acceleration, a lateral acceleration and / or a yaw rate of the vehicle provided for this purpose.
- the present device not shown, two level sensors, each associated with a wheel of an axis. Accordingly, with the first height sensor, a right wheel height 6 of the right wheel and by means of the second level sensor a left wheel height 7 of the left wheel can be determined.
- the Radeuxnstand 6, 7 in this case represents the distance of the associated wheel relative to a vehicle body of the motor vehicle.
- the controller may determine a desired stabilizer torque 3.
- the control unit uses the vehicle dynamics parameters detected by the at least one driving dynamics sensor. As mentioned above, this may be the steering angle, the speed, the longitudinal acceleration, the lateral acceleration and / or the yaw rate of the vehicle provided for this purpose. Depending on these driving dynamics parameters can be concluded that the current driving situation of the motor vehicle. Accordingly, the control unit can determine whether the motor vehicle is cornering or driving straight ahead. In an exemplary cornering with high Speed will cause the motor vehicle to deflect in the region of its radially outer wheels and to rebound in the region of its radially inner wheels. In order to compensate for this rolling movement, the control unit determines, on the basis of the vehicle dynamics parameters, the desired stabilizer torque 3 necessary for compensating for this rolling movement.
- the control unit receives as input the sensory detected actual stabilizer torque 4.
- the stabilizer sensor may be a torque sensor which is arranged in particular on the roll stabilizer and / or by means of which the actual stabilizer torque 4 can be determined directly.
- the stabilizer sensor may be a force sensor. Accordingly, such a force sensor does not have to be arranged directly on the roll stabilizer, but can be positioned at a distance therefrom.
- the control device for determining the actual stabilizer torque 4 must be designed such that it can determine the actual stabilizer torque 4 based on the force signal detected by the force sensor as a function of the present wheel suspension geometry, in particular as a function of at least one lever arm ,
- the control device comprises a roll control system 1.
- the roll control unit compensates the setpoint stabilizer torque 3 determined via the vehicle dynamics parameters with the actual stabilizer torque 4 detected via the stabilizer sensor. If the actual stabilizer torque 4 does not correspond to the setpoint stabilizer torque 3 and as a result a difference is determined, the control unit determines its roll control 1 as a roll actuator set signal 5.
- the roll actuator set signal 5 therefore represents that actuator setpoint signal with which the actuator of the Roll stabilizer must be controlled in order to compensate for the rolling motion caused during cornering can.
- control unit further comprises a disturbance variable connection 2 according to FIG.
- the control unit uses the right wheel height 6 detected by the height sensor of the right wheel and the left wheel height 7 detected by the left wheel height sensor.
- the height sensors may, for example, be distance sensors. These are preferably arranged in the region of the wheel or the suspension and can directly measure the distance between the wheel or wheel carrier and the vehicle body.
- the level sensors may also be displacement, angle, speed and / or acceleration sensors. These are then preferably arranged on the roll stabilizer, in particular in the region of its torsion bar spring elements.
- the control unit is designed such that it can indirectly determine the Rad Waitnstand based on the sensor signal detected by the height sensor and a dependent of the wheel suspension geometry size.
- the control unit compensates the right wheel height level 6 detected by the right-hand level sensor with the left wheel height level 7 detected by the left-wheel height sensor. If the control unit detects a deviation or difference between the right wheel height 6 and the left wheel height 7, this determines a Stör- Aktorstellsignal 8.
- the Stör Aktorstellsignal 8 corresponds to that Aktorstellsignal that is necessary to the disturbing influences, in particular by uneven roads caused to compensate.
- the control unit thus has the roll actuator setting signal 5 by matching the setpoint stabilizer torque 3 and the actual stabilizer torque 4 and, as part of its feedforward control 2, by adjusting the right wheel height level 6 with the left wheel height level 7, the disturbance actuator setting signal 8 certainly.
- the control unit now determines that actuator setting signal 9 which is to be set on the actuator.
- the Aktorstellsignal 9 sets a target Aktorstellsignal. With this target Aktorstellsignal 9 now both the rolling motion of the motor vehicle and caused by bumps disturbances can be compensated.
- the control unit adds the Wank Aktorstellsignal 5 with the Stör Aktorstellsignal. 8
- the Aktorstellsignal 9 is preferably a motor torque and / or a motor position of the actuator.
- the device may further comprise an actuator sensor for determining an actual Aktorstellsignals.
- the control unit may include a subordinate actuator control, by means of which the desired Aktorstellsignal 9 is ausregelbar with the sensory detected Aktorstellsignal.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017209144.4A DE102017209144A1 (en) | 2017-05-31 | 2017-05-31 | Device and method for roll stabilization |
PCT/EP2018/060781 WO2018219564A1 (en) | 2017-05-31 | 2018-04-26 | Device and method for roll stabilization |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3630510A1 true EP3630510A1 (en) | 2020-04-08 |
Family
ID=62104259
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18721736.9A Withdrawn EP3630510A1 (en) | 2017-05-31 | 2018-04-26 | Device and method for roll stabilization |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP3630510A1 (en) |
DE (1) | DE102017209144A1 (en) |
WO (1) | WO2018219564A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019213272A1 (en) * | 2019-09-03 | 2021-03-04 | Zf Friedrichshafen Ag | Method for operating an adjustable roll stabilizer |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10221718A1 (en) * | 2002-05-16 | 2003-11-27 | Bayerische Motoren Werke Ag | Motor vehicle, in particular passenger cars, with a roll stabilization device |
DE602005014201D1 (en) * | 2004-02-12 | 2009-06-10 | Aisin Seiki | STABILIZER CONTROL |
JP2005238971A (en) * | 2004-02-26 | 2005-09-08 | Aisin Seiki Co Ltd | Stabilizer controlling device |
JP2005262946A (en) * | 2004-03-17 | 2005-09-29 | Aisin Seiki Co Ltd | Stabilizer control device |
DE102007005983A1 (en) | 2007-02-07 | 2008-08-14 | Zf Friedrichshafen Ag | Method for operating an actuator, in particular an electric actuator within a stabilizer arrangement |
JP4333792B2 (en) * | 2007-10-17 | 2009-09-16 | トヨタ自動車株式会社 | Body roll restraint system |
DE102008000240A1 (en) * | 2008-02-06 | 2009-08-13 | Zf Friedrichshafen Ag | Method for preventing copying of one side deflecting movement on other axial side caused by electromechanical stabilizers, involves controlling electric motor of electromechanical stabilizer |
DE102008032545A1 (en) * | 2008-07-10 | 2010-01-14 | Daimler Ag | Influencing device for influencing active chassis system of passenger car, has active stabilizer with active roll stabilization device comprising actuator that serves as chassis actuator |
US20110037239A1 (en) * | 2009-07-31 | 2011-02-17 | Shunsuke Mori | Stabilizer device |
DE102011075890A1 (en) * | 2011-05-16 | 2012-11-22 | Schaeffler Technologies AG & Co. KG | Roll stabilizer of a motor vehicle |
DE102013110953A1 (en) * | 2013-10-02 | 2015-04-02 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method for operating a stabilizer arrangement |
DE102014208334A1 (en) * | 2014-05-05 | 2015-11-05 | Schaeffler Technologies AG & Co. KG | roll stabilizer |
-
2017
- 2017-05-31 DE DE102017209144.4A patent/DE102017209144A1/en not_active Ceased
-
2018
- 2018-04-26 WO PCT/EP2018/060781 patent/WO2018219564A1/en active Application Filing
- 2018-04-26 EP EP18721736.9A patent/EP3630510A1/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
WO2018219564A1 (en) | 2018-12-06 |
DE102017209144A1 (en) | 2018-12-06 |
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