• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE0900408A1
    申请号:SE0900408
    申请日:2009-03-30
    公开日:2010-10-01
    发明作者:Martin Lugnberg；Atsushi Ishii
    申请人:Oehlins Racing Ab；
    IPC主号:
    专利说明:

    1015202530-2_for example EP1781960A. Common to the different types of valves is thatthe signals for adjusting the damping properties of the vehicle are controlled by acontrol algorithm stored on a control unit. The control unit supplies the vehicleshock absorbers with a number of predefined damper settings based onvehicle-related information or input parameters such asspeed, brake pressure, throttle angle, etc. The method of ensuring that the shock absorbersprovided with the desired damping settings is usually complicatedbecause the amount of shock absorption relevant input parameters is large.
    There has thus been a need for a simpler and more flexible method forto provide the dampers with, based on detected input parameters, optimaldamper settings. It is also desirable that this method should do soeasy to add new features that further optimize the vehicledamping properties.
    Object of the inventionThe object of the present invention is to solve the problem of that with a simpleand flexible method of continuously providing a shock absorber with predefinedand damping settings optimized on the basis of various input parameters.
    Furthermore, the invention aims to solve this problem by:implement this method via a control algorithm equipped control unit.
    Summary of the inventionThe invention relates to a method for automatically using a control algorithmadjust the damping properties of a vehicle. The adjustment is made by the vehicleattenuator units are provided with attenuator settings defined byvehicle-related input parameters continuously detected byrecording devices, such as sensors. That which is characteristic ofthe invention is that the control algorithm comprises one or more information packetswhich includes some basic information. The basic information includesdefined by a number of so-calledat least: damper settings1015202530_3-state values, information associated with the input parameters or asdefines relevant input parameters for loading, data values intended tocompared to the input parameters and one or more activation conditions foractivation of the information packets.
    The method for adjusting the damping properties includes at least the steps:1. Continuously read the basic information from the information package P1-PnRetrieve input parameters DS11-DSnn from registration devices3. Based on the activation conditions U11-Unn compare data valuesDP fl- DPnn against input parameters DS fl- DSnn4. If one or more of the activity conditions are met, activate oneof the damper settings defined in the information packets as followsthat the damping properties of the vehicle are adjustedThis method of adjusting the damping properties of a vehicle is simple and thatis easy to modify the steering algorithm so that it provides the vehicle with othersdamper settings. By including information about where somewhere inthe system from which the input parameters are to be retrieved enables a flexiblesolution where the information that the registration units read can be deliveredeither directly to the control unit or continuously transmitted on the CANbus. With predefined data values included in the information packets areit is also possible to compare these on the basis of the activation conditionsthe loaded input parameters. In this way, the information about the package is givenactivated or not.In a first embodiment of the invention, the control algorithm comprises severalinformation packets which are continuously read in one loop - one packet at a time -and where each information packet is substantially identical in structuretogether. However, each package includes different valuesthe basic information. Through this simple construction of the control algorithm isit is easy to add new functionalities to the damping system just byadd another one or more information packets in the loop.1015202530In a second embodiment, the damper settings are either predefinedof the state values defined by the basic information or they cancalculated using one or more mathematical formulas based on thedetected the input parameters. This embodiment also enables a flexiblecontrol of the damping properties of a vehicle. About a mathematical formulaused for defining the damping properties can be virtually all possibleshapes of damping curves are created.
    In a third embodiment, the information packets also comprise oneevent parameters that are updated only for predefined eventsand constant state values intended to adjust the damping properties.
    The method then also includes the steps:1. Registration of change of event parameterstate values to those of2. Addition of constantinformation packages defined and existingthe attenuator settings then a change of the event parameterregisteredThis addition of the constant state values is so selected that itcompensates for the vehicle's changing driving characteristics that occur duringtravel, due to, for example, fuel consumption and wear.In a fourth embodiment, the information packets also comprise onepriority parameter which has a priority parameter value that defineswhat priority a certain information package has in relation to the othersinformation packages. The method then also includes the steps:Examination of whether activation conditions are met for more thanan information package2. Reading of priority parameters of at least two information packetsactivated simultaneously3. Comparison of priority parameter values1015202530-5-thepriority parameter valueActivation of information packets that have the highestThe value of the priority parameter is determined when programming the control algorithmand based on driver input and / or safety thinking. To add thispriority parameter to the information packet ensures that the packetincluding the most optimized damping settings for the situationis activated when the activity conditions of the packages indicate that several packages should be activatedat the same time.In a fifth embodiment, the information packets also include a further oneindividual parameter which defines which damping unit is to be affected bydamping setting change. The method then also includes the step of:Activation of parallel information packets then the individual parameterdefines that more damping units are affected by the damping setting.
    An individual parameter ensures that several mutually independent damping unitsdamping properties can change in parallel with each other. Sold canthe control algorithm is then used to adjust the vehicle's total damping, bothcurrent damping of, for example, chassis movements and unwanted steering movements.
    The invention also relates to a computer program product directly downloadable ina control unit in a vehicle. The computer software product includes asoftware code that performs any of the steps abovedescribed method according to the invention when the product is run on a computer.
    The invention also relates to a control unit intended to be used for steeringthe signals for adjusting the damping properties of a vehicle by providingthe vehicle's shock absorber with a number of predefined damper settingsbased on information related to the vehicle in the form of input parameters.
    The control unit includes a memory for storing a control algorithm whichperforms continuous reading in a loop of one or more information packets1015202530-6_including state values for damper settings and activation conditionsfor these. The control unit also includes logical functional units forread the vehicle-related input parameters and determinedamper settings. The damper settings are determined by usingone of the damper settings predefined in the information packetsoutgoing activation conditions.
    The invention is described in more detail below, with reference toaccompanying drawings.
    List of figuresFigure 1a shows a schematic view of an electrically adjustable damping system ina two-wheeled vehicleFigure 1b shows a schematic view of an electrically adjustable damping systema four-wheeled vehicleFigure 2a shows an electrically controlled valve according to a first known techniqueFigure 2b shows an electrically controlled valve according to a second prior artFigure 3 shows the structure of the control algorithm according to the inventionDetailed description of the inventionFigure 1a shows a schematic view of an electrically adjustable damping system in onetwo-wheeled vehicle and figure 1b in a four-wheeled vehicle. Of course, the system canalso applies to a vehicle with three or another number of wheels or to vehicleswith sliders or other contact devices to the environment that aredamped against a body moving in relation to the environment, for exampleSnowmobiles, airplanes, helicopters or boats.
    The damping system in Figure 1a comprises a number of damping units SA1, SA2 which ona motorcycle consists of one or two rear shock absorbers SA1 and twofront forks SA2. The system may also include a control damper SA3 whichthe board.registration units S1, S2, S3, Sn and an electronic control unit ECUattenuating strokes in The system also includes different types of1015202530-7-with a memory. The system can also read information sent onthe vehicle's CANbus, which means that the registration units are then indirectincluded in the system.
    The damping system in Figure 1b is shown mounted on a four-wheeled vehicle, for examplea car. The vehicle here comprises four damping units, SA1-SA4 which haveelectrically controlled valves to adjust the damping properties. Even thissystem includes an electronic control unit ECU with a memory and anumber of registration units S1, S2, S3, Sn. Here, too, the information fromthe registration units are sent indirectly via CANbus or directly via adigital / analogue channel.
    The ECU controller is intended to be used to control the signals foradjusting the damping properties of a vehicle by providing the vehicleshock absorbers with a number of predefined damper settings based onthe input parameters loaded by the registration units.
    The phlegisation units can be sensors Sf-Sn or similar othersdevices that read signals from the environment. One example isusing a positioning device such as a GPS. This informationcan be used to provide the vehicle with a special damping settingadapted exactly for a particular stretch of road. For example about the systemused on a vehicle driven on a race track, the vehicle can be given oneoptimal damping setting for each individual curve - this can be reducedlap times considerably. If the system is instead used on vehicles driven onordinary roads or in the terrain, the damping settings can be adapted so thatthe vehicle becomes safer and / or easier to drive in special situations. Thishowever, requires that the positioning information also include some additionalinformation, for example about accident-prone road sections or poor surfaces.
    The registration unit can also be a sensor unit that delivers vehiclesor environment-specific signals. For example, information can be sent from1015202530_8_the vehicle's braking system, such as provides information on the vehicle's brake pressureor braking force distribution. With this information, the system can optimizethe damping settings, for example by increasing the compression dampingon the front (s) of the damping units so the tilting of the vehicleminimized or adapted to the driving situation. In an additional variant is sentalso information from the vehicle's control system, where the signal provides, for exampleinformation on the steering angle or steering speed of the vehicle.
    Brake pressure, steering angle and steering speed are most often, but not always,defined by the driver's documents. That is, the sensors can also detectinput parameters that are events determined by the driver.can also be and miscellaneousAdditional sensors tilt sensorsaccelerometers. In addition, environment-specific sensors can bemounted on the vehicle which, for example, detects humidity and / ortemperature. Of course, more types of external registration devices andsensors possible.
    The damping properties of the damping units are determined by a flow resistance in onedamping medium flow created by a movement between the shock absorber in relationmutually moving parts. The moving parts of the shock absorber are preferably onedelimiting part in the form of a piston, arm or the like working in one ofdamping medium filled and volume delimited towards the surroundings. Shock absorbermovement of moving parts relative to each other is induced by movement betweenthe vehicle chassis and the vehicle details that are connected to itenvironment or driver, for example between wheels and chassis or betweenthe vehicle's rotating steering gear and the chassis.
    Preferably, the damping settings of the damper are adjusted by avariable electrical signal, such as a current, is sent to an electrically controlledvalve 1, see figures 2a and 2b. The electrically controlled valves 1 usually haveat least two movable valve parts 2a, 2b / 3a, 3b which move in relation to1015202530-9_each other. The distance between these parts defines a hydraulicflow opening through which the damping medium flows and the size of this openingcan be adjusted by an electrical signal, which changes, for examplethe current. The valves are intended for use with onehydraulic shock absorber SA for a vehicle where the valve controls the pressure in onedamping medium flow Q1, Q2 between the two damping chambers C1 of the shock absorber,C2. The flow between the two damping chambers arises through movementof a delimiting part arranged in the damper body in the form of a main pistonDP which delimits the two damping chambers C1, C2. When the valve controlsthe pressure in the damping medium flow changes the damping properties of the shock absorber andthe movements of the vehicle are adapted to the external conditions, ie theinput parameters that the sensors read. The shock absorbers according to Figures 2a and 2bperforms a linear movement in which the total length of the shock absorber is extended by onereturn stroke RS and is abbreviated during a compression stroke CS, butthe invention is not limited to such dampers.
    Figure 2a shows a first embodiment 1a of the valve which in this case is onepilot-controlled two-stage valve. The flow through the valve goes in one direction, ie it isa one-way valve where the flow Q1 enters the valve and the flow Qg exits the valve.
    This valve can adjust the pressure in the damping medium flow when the shock absorber performsboth a compression and a return stroke. The pilot-controlled valve is adjustedpressure via an ECU-controlled continuous electrical signal that controlsthe power supply q to the valve. Valve 1a is assembled by at least onevalve housing and in it a first movable valve part / main cone 2a arranged betweena seat 3a and a spring arrangement. The spring arrangement and a secondmovable valve part 2a or pilot sld 4 are arranged in an above the first movablethe valve part arranged first chamber or pilot chamber V1. Main cone2a position in relation to the seat 3a is affected via the second movable part 4 bysolenoid forces determined by the applied current q. The adjustablethe distance between the main cone 2a and the seat 3a provides a restriction ofthe damping medium flow between the shock absorber's damping chamber which gives itpressure change that provides the desired damping properties.1015202530_10-Figure 2b shows a second embodiment 1b of the valve which in this case is onestepper motor controlled linear valve. Preferably two working valves are usedas a valve arrangement for adjusting the flow in the shock absorber, where avalve adjusts the flow in the direction Qcout, Qom from the first damping chamber C1to the second damping chamber C2 and vice versa with the flow Qnout, Qnln.
    Both valves can be, but do not have to be electronically controlled, whichis the case in figure 2b where a valve 1b is electronically controlled and one is a sedanpreviously known passive valve 6 where adjustment of the valve takes place manually. The flowthrough the valve is adjusted via an ECU-controlled continuous electricalsignal that controls the power supply q to a motor 5. The motor controls a movement ona movable valve member 2b in the form of a needle valve body whose distance to a seat 3bcreates the valve's hydraulic flow opening size and thus alsoshock absorber damping properties.
    Figures 2a and 2b show only embodiments of the valve that canis used to control the damping media flow. Of course, other types are electriccontrolled valves possible.
    Figure 3 shows how the control algorithm determines the damping properties ofthe vehicle is built. The control algorithm is stored in the memory of the vehiclecontrol unit ECU. The control algorithm contains a number, between one andinfinity, identically constructed information packets Pt-Pn includingcertain basic information that includes all or some of the following parameters:T11-Tnn, U11-Unn, A11-Ann, DP11-DPnn.
    The basic information includes at least predefined damper settingsdefined by a number of state values Tf-Tn that give the vehicle somedamping properties. In addition, the basic information of the packages contains logicfunctional units U1-Un that provide conditions for activation of the variousthe information packets Pt-Pn, which means that the shock absorber is provided with thepredefined damper settings. The logical functions do not have to1015202530_11-be stored in the packages but may also be associated with them.
    Preferably, all changes in the vehicle's damping settings take place on the basisfrom a basic setting on the shock absorbers which gives the vehicle an optimizedbehavior for, for example, driving straight ahead at a constant speed. Thisdefault setting is used even if none of the conditions for any of the packagesfulfilled. Several different activation conditions can be stored in or associatedwith each package, which means that first when all the conditions of each packageare met, the vehicle gets a certain total damper setting.
    The basic information of the packages may also contain address information Ai-Anassociated with the input parameters DS fl- DSnn from the vehicleinformation flow channel CANbus or from the vehicle's externalrecording devices / sensors Si-Sn. The address information can alsodefined as information associated with the input parameters or asdefines relevant input parameters for loading because it is notnecessary to have a pointer to a specific memory address included in the algorithm.
    Otherthe basic information in the packets stored data values DP11-DPnn intended toreferral options are possible. Also includescompared to the input parameters DS11-DSnn. The data values DP11-DPnn canbe predefined or they can be based on the value of the input parameterscalculated using one or more mathematical formulas.
    An information package that contains only the basic information canfor example be structured with two addresses A1, A2 where address informationA1 is a memory address that points to a certain input parameter DS1 fromS4 whichaddress information A2 is a memory address that points to the DS2 parameterthe sensor for example can be brake pressure whileshowing the global position of the vehicle recorded by the GPS S3. l package isalso stored state values T1, T2 which can be front fork setting 10 onreturn stroke and 5 on the compression stroke and rear shock absorber setting 5 onThey predefined andreturn stroke and 5 on the compression stroke.programmed damper settings are determined based on the vehicle's1015202530_12-desired behavior and after driver comments and corresponds to onevalve configuration that provides a certain desired damping curve. The package can alsoinclude a first predefined data value DP1 which may, for example, be onespecific braking pressure of 10 bar and a first logic functional unit U1 ascreates a first activation condition which in this case can be: DS1> DP1. Oneother predefined data value DP2 may also be included which, for examplecan be four coordinates that form an area and define an area therethe vehicle may be on the track - such as a certain curve with poor pavement.
    A second activation condition can then also be included in the package which can be:DS1 = TRUE - ie. the vehicle is within the defined area. Whenboth activation conditions defined by the logic functions are met,ie when the brake pressure registered by the sensors is greater than thatpredefined value 10 bar and the vehicle is within the definedarea, the package and its stored damper settings are activated -defined by the state values T1 and T2 - become active. According to othersexemplary embodiments, however, the packets may contain other numbers of addresses,data values, etc.
    In addition to the basic information, the information packages Pt-Pn may also includea priority parameter AP1-APn that is read on two or more packetsactivated simultaneously. The package with the highest priority is activated first.
    The priority is already determined when programming the system and is based onsafety thinking or on driver comments. For example, a certainsensor signal from eg the front fork length sensor activate a package thatincludes a damper setting with harder compression damping at the frontwhile the signal from the GPS activates another packet thatincludes a damper setting that has softer compression dampingforward. Which package is activated depends on which damper settingthe programmer of the system considers to be safest or most optimized forjust this event.1015202530_13-The control system preferably reads the control algorithm continuously so that theydifferent information packets Pt-Pn are examined one by one in a loop 7. In figure 3starts examining the information packets by first examiningpackage P1 late package P2 etc. The packages are essentially identicalbuilt with each other. However, each package includes different values forthe basic information.
    Package P1 is examined in a number of steps B1-B5. In step one B1, they are read in the packagestored the addresses A11-A1n which point to the places in the system where theydifferent sensor signals are registered as input parameters DS11-DS1n. In a secondstep B2, these input parameters DS11-DS1n are retrieved from their designated location.
    The input parameters DS11-DS1n are retrieved either from the vehicle's CAN bus ordirectly from the sensors via analog or digital channels. In step three B3they are then compared with the data stored and predefined in the package DP11DP1n. The comparison takes place with the logical functional units U11-U1nstored in or associated with the packages. Depending on which of themlogical conditions that are met, in step four B4 a decision is made about the packagecondition T11-T1n must be activated or not. In step five B5, the package P1s is retrievedcondition parameter T1. If there is more than one package included inthe algorithm, i.e. more packets than one examined in loop 7, it may benecessary to compare the activation priority of the different packages AP1-APn. Ifno activity priority parameter is included, package P1 is retrievedstate parameter T1 and is activated, which is done in steps B6 and B7.
    If an activity priority parameter AP1 is included in the package P1 is retrievedthe state parameter instead from the Pt-Pn packet with the highest priority.
    Which package has the highest priority can only be read out when the entire loop 7 isperformed, ie when all packets P1-Pn have been completed. Thus activatedonly the state parameters of the highest priority packet in step B7 - whichmeans that the shock absorber is provided with the predefined onesthe damper settings that are adapted to the particular conditionthe sensors read that the vehicle is currently in.1015202530_14-An additional function may also be included in the system that is notpriority-driven but instead event-driven. Then the vehicle's sensors Sl-Sndetects a certain event, which for example can be a certain number of runslaps or a certain total weight change, then one stored in the packages is updatedevent parameter HP1-HPn. The control algorithm is programmed to registerthis change and when this happens one or more constants are addedstate values TC11-TC1n to those defined and existing by the packetsdamper settings. This change can be applied to a damper settingdetermined by a priority-controlled package, on a damper setting such asdetermined only by the basic information of the packages or done directly onthe default settings. The changes are added to the damping settings andworks in parallel with these. This constant change is chosen tocompensate for the vehicle's changing behavior when, for example, the tires becomeworn or when the weight and weight distribution changes due tofuel consumption. For example, to keep a motorcycledriving characteristics as its weight decreases due to fuel consumptionwhile driving, its front fork and rear shock settings need to be madesofter. The softening of the damping thus takes place here in constant stepswhich is dependent on, for example, detected fuel consumption, drivendistance or Whatthe damping change depends on which sensors are mounted on the vehiclelength change on the shock absorbers. which initiatesand how the algorithm is programmed.
    It is also possible for more than one package to be activated at a time. This isnecessary if several different damper units are to be controlled independently ofeach other, for example if a steering damper is included in the vehicle. Onesteering dampers are preferably only intended to be activated when the vehicledriven at high speeds to prevent uncontrolled natural oscillations,so-called "wobble", in the steering of the vehicle or damping strokes induced bythe substrate. The activation must be able to take place in parallel with the activation of thepackages that control the wheel suspension shock absorbers. To enable this1015202530_15-is an additional individual parameter lP1- lPn included in each packet Pf-Pn.
    This individual parameter defines which of the damping units shouldadjusted.
    The control algorithm includes a software code that is downloaded into onecomputer software product and directly downloadable as one or moreinformation packets in a control unit intended to adjust damper settings fordamping units in a vehicle. When the product is running on a computer performthe software code one or more of the steps:o Continuously read the basic information from information packagesP1-Pn where the basic information includes all or some ofthe following: damper settings defined by a numberT11-T1n, Ujf-Unn foractivation of the information packets P1-Pn, information Ajf-Anncondition values activation conditionsassociated with input parameters DSjf-DSnn, data values DP11-DPnn intended to be compared with input parameters D81 1 -DSnnø Compare data values DPjf-DPnn against input parameters DS11-DSnnø Based on the activation conditions U11-Unn compare data valuesDPjf-DPnn against input parameters DS fl- DSnn and activate one of thein the information packets defined the damper settings so thatthe damping properties of the vehicle are adjustedThe control unit used is specially designed to be used for controlthe signals for adjusting the damping properties of the vehicle. The control unittherefore includes a memory and a number of logical functional units. Onthe control algorithm that describes the continuous reading of is stored in the memoryinformation packages. The continuous reading takes place in a looppackage in the roof. Where the information packets at least include data values DP11-DPnn, T11-T1n foractivation conditions U11-Unn for these. The logical functional unitsstate values damper settings as wellis used to load the DSjf-DSnn input parameters that are related tovehicle and registered by the registration units. The logical ones_15-the functional units are also used to finally determine andactivate the damper settings.
    The invention is not limited to that of the above by way of exampleshown embodiment but can be modified within the scope of the followingclaims and the inventive concept.
    权利要求:
    Claims (11)
    [1]
    1.17 Method for continuously detecting parameters DSjt-DSnn related to a vehicle based on registration units, automatically by means of a control algorithm adjusting the damping properties of the vehicle by providing the damping units SA of the vehicle with damper settings defined by the input parameters DS par-DSnn, includes one or more information packets Pj-Pn and includes basic information in the form of Attenuator settings defined by a number of state values T11-T1n information Alt-Ann associated with the input parameters DS11- DSnn or defining relevant input parameters DS1n-DSnn for reading Data values to be read DPjf against input parameters DS fl- DSnn Activation conditions Ulf-Unn for activation of the information packets P1-Pn and where the method includes the steps
    [2]
    2. Continuously read the basic information from information packets P1-Pn Retrieve input parameters DS DS-DSnn from registration units Based on the activation conditions Ujt-Unn compare data values DPjt-DPnn against input parameters DS fl-DSnn If one or more of the activity conditions are met, activate one of the defined in information packets The attenuation settings so that the attenuation properties of the vehicle are adjusted. Method according to claim 1, characterized by several information packets P1-Pn, substantially identically constructed with each other, are comprised of the control algorithm where these several information packets are continuously read in a loop
    [3]
    Method according to Claim 1, 2 or 3, characterized by the attenuator settings being predefined by the state values T11-T1n defined by the basic information.
    [4]
    4. A method according to claim 1, 2 or 3, characterized by the attenuator settings being calculated with one or more mathematical formulas based on the detected input parameters DS fl-DSnn.
    [5]
    Method according to one of the preceding claims, characterized in that the information packets P1-Pn also comprise an event parameter HP1-HPn which is updated only in predefined events. Constant state values TC11-TC1n intended to adjust the damping properties and where the method also includes the steps of recording change of event parameter HP1-HPn Addition of constant state values TC11-TC1n to the and defined attenuator settings defined by the information packets when change of event parameter is registered
    [6]
    Method according to any one of the preceding claims, characterized in that the information packets P1-Pn also comprise the AP1-APn priority parameter value which defines which priority a certain A priority parameter which has an information packet has in relation to the other information packets And where the method also comprises the steps 10 15 20 25 30 _19- Examination of whether activation conditions are met for more than one information packet Reading of priority parameters AP1-APn if at least two information packets are activated at the same time Comparison of priority parameter values Activation of the information packet with the highest priority parameter value
    [7]
    Method according to claim 7, characterized by the value of the AP1-APn of the priority parameter is determined when programming the control algorithm and is based on driver input and / or safety thinking.
    [8]
    Method according to one of the preceding claims, characterized in that the information packets P1-Pn also comprise an additional individual parameter lP1- 1Pn which defines which attenuation unit is to be affected by the attenuation setting change and wherein the method also comprises step P1-Pn when the individual parameter defines that more attenuation units is affected by Activation of the parallel information packet attenuation setting.
    [9]
    9. A computer program product directly loadable into a control unit of a vehicle characterized in that it comprises a software code which performs one or more of the steps according to the method described in claims 1-9 when the product is run on a computer.
    [10]
    10. information package in a control unit intended to adjust attenuator settings for Computer Software Product directly loadable as one or more attenuation units in a vehicle, characterized in that when the product is run on a computer a software code performs one or more of the steps: o Continuously read the basic information from information packages P1-Pn where the basic information includes all or any of the following: attenuator settings defined by a number of T11-T1n, U fl- Unn activation of the information packets P1-Pn, information A11-Ann state values activation conditions associated with input parameters DSjt-DSnn , data values DP11- DPnn intended to be compared against input parameters D81 1 -DSnn - Compare data values DP fl- DPnn against input parameters DS11-DSnn o Based on the activation conditions U11-Unn compare data values DP11-DPnn against input parameters DS fl- DSnn and activate one of the information packets defined in the damper settings so that the damping properties of the vehicle are adjusted
    [11]
    11. Control unit intended to be used for controlling the signals for adjusting a vehicle's damping characteristics by providing the vehicle's shock absorbers with a number of predefined damper settings based on information related to the vehicle in the form of input parameters DS - DSnn, characterized in that it includes Memory to store a control algorithm which describes continuous reading in a loop of one or more information packets including data values DP1 1 -DPnn, state values T11-T1n for attenuator settings and activation conditions U11-Unn for these Logical functional units for Loading vehicle-related input parameters DS11 -DSnn Determine the attenuator settings based on activation conditions U11-Unn are intended to compare data values DP fl-DPnn against input parameters DS11-DSnn.
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    法律状态:
    2014-11-04| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE0900408A|SE534453C2|2009-03-30|2009-03-30|Method, computer program and control unit to adjust the damping properties of a shock absorber|SE0900408A| SE534453C2|2009-03-30|2009-03-30|Method, computer program and control unit to adjust the damping properties of a shock absorber|
    PCT/EP2010/054165| WO2010112487A1|2009-03-30|2010-03-30|Method, computer program and control unit for adjusting the damping properties of a shock absorber|
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