Method for controlling a rotation damper functioning according to the gyroscopic principle

Abstract

A method for controlling a rotation damper operating according to the gyroscopic principle for a motor vehicle, wherein the rotation damper includes a flywheel, which is driven by a drive and rotating about a rotation axis with an angular velocity .sub., which is cardanically mounted via a first bearing element and via a second bearing element, wherein the flywheel is rotatably mounted on a first bearing element and at a rotation angle , and the first bearing element is rotatably mounted on a second bearing means about a first axis that is oriented orthogonally to the rotation axis of the flywheel, and the second bearing element is rotatably mounted at a second rotational angle ().

Claims

1. A method for controlling a rotation damper operating according to the gyroscopic principle for a motor vehicle, wherein the rotation damper comprises: a flywheel driven by a drive, rotating about a rotation axis with an angular velocity .sub., which is cardanically mounted via a first bearing element and a second bearing element, wherein the flywheel is rotatably mounted at a rotation angle on the first bearing element, and the first bearing element is rotatably mounted at the second bearing element about a first axis oriented orthogonally to the rotation axis of the flywheel at a first rotation angle , and the second bearing element is rotatably mounted about a second axis oriented orthogonally to the first axis at a second rotation angle , wherein the first bearing element is operationally connected to a shaft drive and the second bearing element is connected to a wheel carrier, so that an inward and outward movement of the wheel carrier causes a rotation of the second bearing element at the second rotation angle , wherein a torque M.sub. acting on the second bearing element is used as a control variable and an adjustable torque M.sub. that is set via the shaft motor is used as a manipulated variable, wherein the control of the manipulated variable M.sub. is carried out as a function of the first rotation angle and of the angular velocity .sub. of the first bearing element about the first axis.

2. The method for controlling a rotation damper operating according to the gyroscopic principle according to claim 1, wherein the control of the manipulated variable M.sub. is carried out with a controller with the PD characteristic according to the equation:
M.sub.=c*+k*.sub., wherein c and k are constants and |c| and |k|<0.

3. The method for controlling a rotation damper operating according to the gyroscopic principle according to claim 2, wherein in addition to the control of the manipulated variable M.sub., the rotation angle and the angular velocity .sub. of the second bearing element are taken into account according to the equation:
M.sub.=c*+k*.sub.+a*.sub., and/or
M.sub.=c*+k*.sub.+a*.sub.+b*, Wherein |a| and |b|<0 or a or b=0.

4. The method for controlling a rotation damper operating according to the gyroscopic principle according to claim 2, wherein along with the control of the manipulated variable M.sub., a translation acceleration is taken into consideration in the x-, y- and z-direction.

5. The method for controlling a rotation damper operating according to the gyroscopic principle according to claim 2, wherein along with the control of the of the manipulated variable M.sub., a rotational angle position, angular velocity and angular acceleration in the x-, y- and z-directions of the chassis are taken into consideration relative to the road or street.

Description

(1) Other advantages, features and application possibilities will become evident from the following description in conjunction with the embodiment illustrated in the drawing.

(2) The drawing shows the following:

(3) FIG. 1 a schematic illustration of the operation of the rotation damper to be controlled.

(4) FIG. 1 shows a rotation damper, which is overall designated by the reference numeral 10, for a motor vehicle in a schematic illustration.

(5) The rotation damper 10 comprises a flywheel 14 rotating about an axis of rotation 12 with the angular velocity .sub., which is cardanically mounted via a first bearing element 16 and a second bearing element 18.

(6) In this case, the flywheel 14 is rotatably mounted at the rotational angle on the first element 16, and the first bearing element 16 is rotatably mounted on the second bearing element 18 at a rotational angle about an axis of rotation 16a that is oriented orthogonally to the axis of rotation 12 of the flywheel 14, and the second bearing element 18 is mounted about a second axis 18a that is oriented orthogonally to the first axis 16a at a second angle of rotation rotatably on a motor vehicle assembly 100.

(7) Not shown in the schematic illustration according to FIG. 1 is a drive of the flywheel 14, a shaft drive that is operationally connected to the first bearing element via a drive shaft, and the connection of the second bearing element 18 to a wheel carrier. A representation of the control device is also omitted.

(8) The schematically indicated rotation damper 10 uses the effect of angular inertia in order to initiate the forces in the chassis in a suitable location. These forces are intended to replace the function of a conventional damping element.

(9) The following is a brief explanation of the functional principle.

(10) In the initial state, the flywheel 14 rotates with the angular velocity .sub., about the rotational axis 12. If a torque M.sub. is effective on the first axis 16a of the first bearing element 16, a torque M.sub. is created as a result of the precession about the second axis 18a. The momentums lead to an angular velocity of the first or second bearing element 16, 18. A torque M.sub. consequently leads to an angular velocity .sub. of the first bearing 16. This rotation changes the direction of the angular velocity vector .sub. of the flywheel 14. The flying wheel 14 reacts to such a disturbance with the precession momentum M.sub. mentioned above. However, since the angular velocity .sub., which is construction dependent, also changes the angular velocity vector .sub. of the flywheel 14, there is a direct influence on all three axes. The introduction of energy in an axis indicates a change of the energy of both other axes. If the second bearing element 18 is considered as an input, then M.sub. and .sub. are oriented in the same direction. This energy can be removed again on the first axis 16a of the first bearing element, so that M.sub. and .sub. are oriented in opposite directions. The opposite case is also possible. When the components M.sub. and .sub. are aligned in the same direction, this leads to unequally oriented amounts of M.sub. and .sub.. If the entire energy of the torque M.sub. is not removed, then the angular velocity of .sub. of the flywheel 14 will be increased as a result of the feedback effect. The excess energy is stored in the form of kinetic energy in the rotational movement of the flywheel 14. The transmission ratio of the individual momentums is in this case determined by the inertia levels of the flywheel 14.

(11) If the second bearing element 18 is now connected with a wheel carrier so that an inward/outward movement of the wheel carrier causes a torque M.sub. and an angular velocity .sub. of the second bearing element 18 about the second axis 18a, a relative movement of the bearing element 16 about the first axis 16a is created. If a counter-momentum M.sub. to the angular velocity .sub. of the first bearing element 16 is applied, then the relative movement of the bearing element 16 about the first axis 16 will be damped. This again leads to damping of the angular velocity .sub. of the second bearing element 18 about the second axis 18a. The damping will be stronger or weaker depending on the magnitude of the component of the counter-momentum M.sub..

(12) In contrast to that, if a momentum M.sub. is applied that is oriented in the same direction as the angular velocity .sub., this will support the inward/outward movement. This means that that the rotation damper 10 can be also used as an actuator in order to actively position the vertical forces and thus to assume the functions of an active chassis.

(13) According to the method of this invention, in order to achieve the effects mentioned above, a torque M.sub. that is acting as a control variable is used on the second bearing element 18, and a torque M.sub. that can be set via the shaft motor is used as a manipulated variable. In this manner, the control of the manipulated variable is carried out as a function of the angle of rotation and of the angular velocity .sub. of the first bearing element 16 that takes place about the first axis 16a.