Audi Ag

Andreas Schindler

Oliver Sawodny

Wilfried Michel

Joachim Schmitt

Dominik Mohrlock

Heinrich Beringer

Andreas Unger

Christian Isakiewitsch

Christoph Göhrle

Ruben Goldberg

Anton Obermüller

Armin Ohletz

Bodo Kleickmann

Stefan Ullmann

Oliver Brenneis

Jörn Freyer

Christopher Hantschke

Andreas Kastl

Benjamin Stadel

Stefan Ullman

A method for regulating an active chassis of a motor vehicle as a function of road elevation profile data which lie within a prognosis for a trajectory of the motor vehicle. The prognosis of the trajectory is calculated by a mathematical model at least on the basis of steering angle data of a steering angle sensor of the motor vehicle. The prognosis of the trajectory is assigned to the road elevation profile data detected by at least one environmental sensor. Based on the prognosis, at least one actuator of the active chassis is controlled, and the prognosis of the trajectory is then used exclusively to control the active chassis when the trajectory lies in an area that was classified as navigable based on the environmental data that was detected by at least one environment sensor.

Trajectory-based chassis control

The invention relates to a method for controlling at least one actuator () for a chassis of a motor vehicle, in which at least one sensor () of the motor vehicle determines values of at least one measurement variable for sensing an environment of the motor vehicle, wherein the determined values are preprocessed, wherein only the values needed to control the at least one actuator () are transmitted from a control device () associated with the sensor to a control device () associated with the actuator and are temporally filtered by the control device () associated with the actuator, and wherein the control device () associated with the actuator uses the temporally filtered values to provide actuating signals for the at least one actuator ().

Method for controlling an actuator

The invention relates to a method for providing a manipulated variable for an actuator () of an active chassis of a motor vehicle (), wherein the manipulated variable in the event that a value for a projected variable, which is dependent upon a height profile of the terrain to be travelled by the motor vehicle (), is available, is configured from a combination of a Skyhook variable, which is dependent upon a movement of a structure of the motor vehicle (), and the projected variable, and wherein the manipulated variable is configured from a combination of a soft-spring variable, which is dependent upon a wheel-suspension of the motor vehicle (), and the Skyhook variable, if no value for the projected variable is available.

Method for providing a manipulated variable

A method for controlling at least one actuator of a chassis of a motor vehicle, which travels over a subsurface is disclosed, wherein a height profile of the subsurface is detected, wherein it is analyzed for a section of the subsurface whether the height profile along said section has a value which deviates from a threshold value by a specified tolerance value, and wherein a regulating variable for activating the actuator is adjusted in consideration of the identified unevenness when the motor vehicle travels over the identified unevenness.

A method for controlling an active suspension system which includes at least on spring and at least one damper as actuators and electromechanical controllers which are assigned to the actuators and can be either operated as a generator or as a motor. The method includes subtracting a value for an amount of electrical energy converted by the suspension system in a driving maneuver from an actual value of electrical energy stored in the electrical energy storage, thereby forming a differential value; comparing the differential value with at least one threshold value; when the differential value is greater than a maximal threshold value and at least a first one of electromechanical controllers is operated as a generator, operating at least one second one of the electromechanical controllers as a motor, wherein at least a portion of electrical energy which is generated by the at least one first electromechanical controller is simultaneously converted by the at least one second electromechanical controller into mechanical energy.

Method for controlling a suspension system

The invention relates to a wheel suspension for a motor vehicle, said wheel suspension having a multi-link assembly () of links that are hinged to the vehicle body, in particular to a subframe () of the vehicle body, and to a hub carrier (), and having a rotary actuator () for active chassis control, said rotary actuator having a motor-gear unit () with which torques can be transmitted, via at least one torsion bar (), as adjusting forces to said multi-link assembly (). According to the invention, at least one of the links () of the multi-link assembly () limits, in the longitudinal direction (x) of the vehicle towards the front or towards the back, a free space () in which said motor-gear unit () of the rotary actuator () is at least partially arranged.

Wheel suspension for a motor vehicle

An adjustable wheel suspension for the wheels of an axle of a motor vehicle is disclosed, wherein each wheel is guided by means of wheel guide elements and each wheel is operatively connected to an adjustable torsion bar, the torsion bars associated with the respective wheels being partially aligned with each other and each torsion bar being associated with an adjusting device that can be regulated and/or controlled by a controller for adjustment and each torsion bar being mounted on an auxiliary frame via its adjusting device and the controller. The adjusting devices and the adjusting mechanism are mounted in a common housing, which can be mounted on the auxiliary frame as an integral structural component.

Adjustable wheel suspsension for the wheels of an axle of a motor vehicle

A torsion bar system for a vehicle axle, in particular a rear axle, of a two-track vehicle, includes first and second rotary actuators, each of which is associated with a vehicle side, for an active suspension control. Each rotary actuator has at least one motor/gear unit with which torques can be generated and transmitted as actuating forces onto a wheel suspension element via an output lever. The motor/gear units of both rotary actuators are arranged in a common housing which is rotationally fixed to the vehicle body. The housing has at least two attachment points for bracing the vehicle body, wherein the attachment points are spaced from one another across a bearing distance, and the housing is mounted on the vehicle body in a rigid assembly via said attachment points.

Torsion bar system for a vehicle axle of a two track vehicle

A torsion spring system for a wheel suspension of a motor vehicle includes an actuator that is provided on the vehicle body and variably maintains the torsion spring system under tension, and which acts, via a torsion bar and an output lever, with a biasing force on a wheel suspension element of the wheel suspension. The torsion bar is configured in two parts between the actuator and the output lever and has a first bar part and a second bar part coupled thereto with a spring element connected in between the first and second bar parts.

Torsion spring system for a wheel suspension of a motor vehicle

An adjustable wheel suspension for the wheels of an axle of a motor vehicle is disclosed, wherein each wheel is guided by means of wheel guide elements and each wheel is operatively connected to a torsion bar, which can be adjusted by means of an adjusting device, via its wheel guide elements, the torsion bars being partially aligned with each other and each torsion bar being mounted on an auxiliary frame by its associated adjusting device. The two adjusting devices are connected to one another via a crossmember of the housing.

Adjustable wheel suspension for the wheels of an axle of a motor vehicle

A wheel suspension for a two-track motor vehicle includes a multi-link assembly having control arms that are articulated on a vehicle body and on a wheel carrier, a rotary actuator for an active suspension control system, with a motor-gear-unit constructed to transfer torques as actuating forces to the multi-link assembly via a torsion rod, and at least one reinforcing brace independent of the multi-link assembly and disposed on a side of the vehicle body and extending below the multi-link assembly, as viewed in a vertical direction of the vehicle body. The reinforcing brace delimits downwardly in the vehicle's vertical direction a free space, in which the rotary actuator is at least partially arranged.

A torsion bar spring arrangement for a wheel suspension of a motor vehicle includes an actuator arranged on a vehicle body or on a subframe and constructed to variably pre-tension the torsion bar spring arrangement, a coaxial first torsion bar spring having an output side that is connected by way of an output lever to a wheel suspension element of the wheel suspension, and a housing of the actuator supported on the vehicle body in at least one bearing location for movement in a circumferential direction and resiliently yieldingly supported on the vehicle body in the direction of torsional moments acting on the torsion bar spring by way of at least one spring element.

Growing community of inventors

Ingolstadt, Germany

Andreas Schindler