System for the generation of signals for control or regulation of an undercarriage controllable or regulable in its sequences of motion

• US 5,267,161 A
• Filed: 04/02/1991
• Issued: 11/30/1993
• Est. Priority Date: 04/12/1990
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Kallenbach, Rainer, Neumann, Udo, Otterbein, Stefan
• Primary Examiner(s): Black, Thomas G.
• Assistant Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US07/679,297
• Time in Patent Office: 973 Days
• Field of Search: 364/424.01, 364/424.05, 280/707
• US Class Current: 701/37
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/106 longitudinal with regard to vehicle, e.g. braking
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/8422 of air
• CPC Class Codes: B60G 2600/60 Signal noise suppression; Electronic filtering means

Abstract

A system for inferring actual wheel load fluctuation based on signals representing the relative movements between the wheel units and the vehicle body. Possible changes of the actual wheel load fluctuation are precalculated as a function of a possible change of the undercarriage characteristic, whereupon by scanning of certain criteria a determination is made as to whether a situation critical to road safety is given and whether in the case of a situation critical to the road safety the undercarriage characteristic is to be adjusted for minimization of the wheel load fluctuations.

Claims

1. A method of generating signals for controlling an undercarriage of a motor vehicle, the motor vehicle having sequences of motion which are controllable, and including a vehicle body, at least two wheel units and at least one of a suspension system and damping system for influencing movements between the wheel unit and the vehicle body, said method comprising the steps of:

sensing relative movements between the wheel units and the vehicle body;

providing signals representing said sensed relative movements;

calculating a wheel load fluctuation based on said provided signals;

precalculating possible changes (P'"'"') of the wheel load fluctuation (P) as a function of possible changes of an undercarriage characteristic;

scanning selected criteria to determine whether a driving condition critical to road safety exists; and

adjusting the undercarriage characteristic for minimization of the wheel load fluctuations when said scanning step determines a driving condition critical to road safety.

2. The method of claim 1, further comprising the steps of multiplying together at lest one of the wheel load fluctuation (P), the possible changes of the wheel load fluctuation (P'"'"') and read-in variables, said read-in variables comprising at least have variables Pgr and k representing undercarriage tuning parameters;

comparing the multiplied values and read-in variables; and

adjusting the suspension adjusting and damping system based on results of the comparison.

3. The method of claim 2, wherein said multiplying step comprises multiplying said wheel load fluctuation (P), changes of the wheel load fluctuation (P'"'"'), and read-in variables together according to equations P*P'"'"' and k*|P|;

and said comparing step comprises comparing the value of P*P'"'"' and k*|P| with the variables 0, |P'"'"'|, Pgr and |P|, and, in the case of a momentarily adjusted softer undercarriage tuning, performing the comparisons according to the first three informational equations;

space="preserve" listing-type="equation">|P|>

Pgr

space="preserve" listing-type="equation">P*P'"'"'<

0

space="preserve" listing-type="equation">|P═

|>

k*|P|

and, in the case of a momentarily adjusted harder undercarriage tuning, performing the comparisons according to the second three informational equations

space="preserve" listing-type="equation">|P|>

Pgr

space="preserve" listing-type="equation">P*P'"'"'>

0

space="preserve" listing-type="equation">|P'"'"'|>

k*|P|,

said comparisons performed at time intervals whose lengths are selective;

determining a boolean result (Y or N) depending on whether each of the first or second three informational equations is met (value Y) or one of the first or second three informational equations is met (value N);

counting the values (Y and N);

comparing the number of counted values A(Y) and A(N) with stored values; and

adjusting the suspension and damping system when A(Y) or A(N) exceed the stored values, specifically allowing for variables influencing the driving condition.

4. The method of claim 1, wherein said provided signals comprise a plurality of undercarriage tuning parameters which respectively assume a constant value or are dependent on variables that influence the driving condition, said variables influencing the driving condition including at least one of travel speed, longitudinal vehicle acceleration, transverse vehicle acceleration and ambient temperature.

5. The method of claim 3, comprising the further step of selecting the time interval lengths based on at least one of control cycle times, regulating cycle times and variables influencing the driving condition, said variables influencing the driving condition including at least one of vehicle speed, longitudinal vehicle acceleration, transverse vehicle acceleration, and ambient temperature.

6. The method of claim 1, wherein said provided signals represent at least one of spring deflection travel (Xa-Xr), spring deflection velocity (Xa'"'"'-Xr'"'"'), and spring deflection acceleration (Xa"-Xr"), comprising the further steps of:

calculating, in the case of the determined signal (Xa-Xr), a deaveraged spring travel (Xar) from the signal (Xa-Xr) by subtraction of the current average of the signal (Xa-Xr) as ##EQU3## where Tm is an undercarriage tuning parameter and t is the actual point in time, and where from a "deaveraged" spring travel (Xar) the wheel load fluctuation P is calculated according to the transfer function

space="preserve" listing-type="equation">-[+ Mr/Ma)*C+(1+Mr/Ma)*d*s+Mr*s.sup.2 ],

the sensitivity ∂

P/∂

d of the wheel load fluctuation with regard to the damping constant d by the transfer function

space="preserve" listing-type="equation">-(Ma*Cr*s.sup.3)/D(s)

and the sensitivity P/ C of the wheel load fluctuation with regard to the spring stiffness C by the transfer function

space="preserve" listing-type="equation">-(Ma*Cr*s.sup.2)/D(s)

is determined, where s is the Laplace variable and

space="preserve" listing-type="equation">D(s)=C*Cr+Cr*d*s+(C*Mr+(C+Cr) *Ma)*s.sup.2 +(Ma+Mr)*d*s.sup.3 +Ma*Mr*s.sup.4

and C, Cr spring stiffnesses, Ma the mass of the vehicle body, Mr the mass of the wheel and d the damping constant; and

calculating, in the case of the determined signal representing the spring deflection velocity (Xa'"'"'-Xr'"'"'), from the pertaining "deaveraged" signal Xar'"'"', the wheel load fluctuation P according to the transfer function

space="preserve" listing-type="equation">-[1/s]* [(1+Mr/Ma)*C+(1+Mr/Ma)*d*s+Mr*s.sup.2 ],

the sensitivity ∂

P/∂

d of the wheel load fluctuation as regards the damping constant d by the transfer function

space="preserve" listing-type="equation">-[(Ma*Cr*s.sup.2)/D(s)]

and the sensitivity ∂

P/∂

C of the wheel load fluctuation as regards the spring stiffness C by the transfer function

space="preserve" listing-type="equation">-[(Ma*Cr*s)/D(s)],

where s is the Laplace variable and

space="preserve" listing-type="equation">D(s)=C*Cr+Cr*d*s+(C*Mr+(C+Cr)*Ma)*s.sup.2 +(Ma+Mr)*d*s.sup.3 +Ma*Mr*s.sup.4

and C, Cr are the spring stiffnesses, Ma is the mass of the vehicle body, Mr the mass of the wheel and d the damping constant; and

calculating, in the case of the determined signal representing the spring deflection acceleration (Xa'"'"''"'"'-Xr'"'"''"'"'), from the pertaining "deaveraged" signal Xar the wheel load fluctuation P according to the transfer function

space="preserve" listing-type="equation">-[1/s.sup.2 ] *[(1+Mr/Ma)*C+(1+Mr/Ma)*d*s+Mr*s.sup.2 ],

the sensitivity ∂

P/∂

d of the wheel load fluctuation with regard to the damping constant d by the transfer function

space="preserve" listing-type="equation">-[(Ma*Cr*s)/D(s)]

and the sensitivity ∂

P/∂

C of the wheel load fluctuation as regards the spring stiffness C by the transfer function

space="preserve" listing-type="equation">-[(Ma*Cr)/D(s)],

where s is the Laplace variable and

space="preserve" listing-type="equation">D(s)=C*Cr+Cr*d*s+(C*Mr+(C+Cr)*Ma)*s.sup.2 +(Ma+Mr)*d*s.sup.3 +Ma*Mr*s.sup.4

and C, Cr are spring stiffnesses, Ma is the mass of the vehicle body, Mr the mass of the wheel and d the damping constant.

7. The method of claim 1, wherein said adjustment affects only one wheel unit.

8. The method of claim 1, comprising the further step of filtering out provided signals above the frequency range of about 20 Hz.

9. The method of claim 1, wherein said adjusting step is carried out in cycles, a new adjusting cycle being started as soon as the previous one is completed.

10. The method of claim 1, wherein said sensing step comprises using at least one sensor per wheel unit of the vehicle for indirectly or directly sensing at least one of spring deflection travel, spring deflection velocity, and spring deflection acceleration.

11. The method of claim 1, wherein the undercarriage tuning parameters respectively assume a constant value or are dependent on variables that influence the driving condition, said variables influencing the driving condition including at least one of travel speed, longitudinal vehicle acceleration, transverse vehicle acceleration and ambient temperature.

12. The method of claim 2, wherein said undercarriage tuning parameters respectively assume a constant value or are dependent on variables that influence the driving condition, said variables influencing the driving condition including at least one of travel speed, longitudinal vehicle acceleration, transverse vehicle acceleration an ambient temperature.

13. The method of claim 3, wherein the time interval lengths are selected based on at least one of control cycle times, regulating cycle times and variables influencing the driving condition, said variables influencing the driving condition including at least one vehicle speed, longitudinal vehicle acceleration, transverse vehicle acceleration and ambient temperature.

14. A system for generating signals for controlling an undercarriage of a motor vehicle, the motor vehicle having sequences of motion which are controllable, and including a vehicle body, at least two wheel units and at least one of a suspension system and damping system for influencing movements between said wheel unit and said vehicle body, the suspension and damping system including a spring between the vehicle body and the wheel unit, said system for generating signals for controlling an undercarriage of a motor vehicle comprising:

a sensor providing signals representing relative movements between the wheel units and the vehicle body;

value determination means for inferring a wheel load fluctuation (P) based on the sensed signals, and precalculating possible changes (P'"'"') of the wheel load fluctuation (P) as a function of possible changes of an undercarriage characteristic;

evaluation means for scanning certain criteria to determine whether a driving condition critical to road safety exists; and

an end stage for adjusting the undercarriage characteristic for minimization of the wheel load fluctuations when said evaluation means determines a driving condition critical to road safety.

15. The system of claim 14, wherein at least one of the suspension and damping systems adjust the undercarriage characteristic in at least two stages, at least one of said suspension and damping systems having at least two undercarriage tuning parameters.

16. The system of claim 14, wherein said sensor comprises at least one sensor per wheel unit for indirectly or directly sensing at least one of a spring deflection travel, spring deflection velocity, and spring deflection acceleration.

17. The system of claim 14 , wherein said system is wholly or partly integrated in said at least one suspension and damping system.