Method for operating a motor vehicle, computer software product, chassis arrangement and motor vehicle

Abstract

A method for operating a motor vehicle having at least a first axle and at least a second axle, wherein the motor vehicle has a chassis that can be adjusted by the user, and which is operable at least in a first mode and at least in a second mode, which is more comfortable than the first mode. When the user activates the more comfortable second mode, a loading state of the motor vehicle is checked. The chassis is not shifted from the first mode into the second mode for at least axle, or is changed from the second mode into the first mode of the chassis if a limit load is exceeded.

Claims

1. A chassis arrangement for a motor vehicle comprising: a first axle having a first adjustable chassis component operable at a first mode and a second mode that is more comfortable than the first mode; a second axle having a second adjustable chassis component opera east in the first mode and the second mode that is more comfortable than the first mode; a load sensor configured to detecting a loading state of the first and second axles; a chassis mode selector switch operable to switch between the first mode and the second mode; and a controller connected to the chassis mode selector switch, the load sensor, the first adjustable chassis component and the second adjustable chassis component, wherein the controller is configured to prevent an activation of the second mode of at least the second adjustable chassis component when a load greater than a limit load is detected by the load sensor.

2. The chassis arrangement according to claim 1, wherein the load sensor includes an acceleration sensor.

3. The chassis arrangement according to claim 1, wherein the load sensor comprises a component of an automatic headlight range adjustment system.

4. The chassis arrangement according to claim 1, wherein the first adjustable chassis component and the second adjustable chassis component comprises shock absorbers.

5. The chassis arrangement according to claim 4, wherein the shock absorbers are each switchable between at least two damping characteristic curves.

6. The chassis arrangement according to claim 4, wherein the shock absorbers comprise electrically adjustable shock absorbers.

7. The chassis arrangement according to claim 4, wherein the shock absorbers comprise passive shock absorbers.

8. The chassis arrangement according to claim 1, wherein the controller comprises an inhibitor circuit to prevent activation of the second mode.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements.

(2) FIG. 1 is a schematic top view of a motor vehicle; and

(3) FIG. 2 is a flowchart of the method.

DETAILED DESCRIPTION

(4) The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background of the invention or the following detailed description.

(5) FIG. 1 shows a top view of a motor vehicle 2. Motor vehicle 2 has a front axle 4 and a rear axle 6. Two steered wheels 8, 10 are provided on front axle 4. Two non-steered wheels 12, 14 are provided on rear axle 6. Front wheels 8, 10 are mounted on a front axle chassis with shock absorber 16, 18 and springs 20, 22, rear wheels 12, 14 are mounted with shock absorbers 24, 26 and springs 28, 30. Shock absorbers 16, 18, 24, 26 are adjustable, and can be operated in a stiff first mode and a relatively more comfortable second mode. For this purpose, shock absorbers 16, 18, 24, 26 can vary flow resistances for a damper fluid, such as oil. The corresponding chassis for guiding wheels 8, 10, 12, 14 may be equipped with additional components, not shown here, such as stabilizers or the like.

(6) Motor vehicle 2 also has a controller 32, which is connected to the adjustable shock absorbers 16, 18, 24, 26 and is able to control them in such manner that shock absorbers 16, 18, 24, 26 are able to switch back and forth between the first mode and the second mode, in other words a corresponding mode can be selected. Controller 32 has a memory 34, in which a computer software product is stored, and when loaded and executed by controller 32, said product effects switching of the shock absorbers 16, 18, 24, 26 according to a certain logic. This logic will be explained in greater detail in the context of FIG. 2. In some variations, controller 32 may be designed such that instead of a computer program an electrical switching logic is provided, which makes use of the same algorithm as a corresponding computer program.

(7) Controller 32 is connected to an acceleration sensor 36. Acceleration sensor 36 may be a separate acceleration sensor, as illustrated here, but it may also be designed as a sensor with combined function, e.g., a wheel speed sensor. The current acceleration of motor vehicle 2 is measured using acceleration sensor 36. Correlating the current acceleration of motor vehicle 2 with a position of a gas pedalnot shownallows conclusions to be drawn regarding an added load B. The greater the added load B, the less the acceleration for a constant gas pedal position under the same conditions. Controller 32 is further connected to automatic headlight range adjustment system 38 for headlights 40, 42. Headlight range adjustment system 38 may be an inclinometer, for example, which may serve to check the angle of motor vehicle 2 relative to the road. In some variants, only one sensor may be provided instead of the two sensors, the acceleration sensor 36 and a headlight range adjustment system 38.

(8) A chassis mode switch 44 is also provided. Chassis mode switch 44 is arranged inside motor vehicle 2 and can be operated by a driver of motor vehicle 2. Chassis mode switch 44 may be constructed as a physical switch. It may also have the form of an electronic switch, e.g. a menu item in a motor vehicle configuration menu. Other possible variations of chassis mode selector switch 44 are also conceivable, a switch that is actuated acoustically, for example.

(9) Motor vehicle 2 is loaded with goods for transport 46. Goods for transport 46 are located in an area in the rear of vehicle 2, close to rear axle 6. This is the area in which the luggage compartment is located in most motor vehicles. As the goods for transport 46 are located close to rear axle 6, greater force is exerted on chassis components 24, 26, 28, 30 of rear wheels 12, 14. Consequently, when the vehicle travels over unevenness in the road, chassis components 24, 26, 28, 30 have to absorb stronger forces and greater moments.

(10) The technology described here can also be used in motor vehicles in which the luggage compartment is located in the front, simply by reversing the front and rear axles correspondingly.

(11) FIG. 2 shows a flowchart of the method. A driver uses chassis mode selector switch 44 to make his selection, setting either a sport mode or a comfort mode. In sport mode, shock absorbers 16, 18 are actuated by controller 32 so that they are in the first, stiffer or sport mode, that is to say they have greater damping than in a corresponding comfort mode. If the driver uses chassis mode selector switch 44 to activate comfort mode, a load detecting system tests checks whether added load B is greater than a limit load B.sub.G. If this is not the case, the shock absorbers 16, 18 on front axle 4 and the shock absorbers 24, 26 of rear axle 6 are set to comfort.

(12) If added load B reaches or exceeds limit load B.sub.G, a further check is carried out to determine whether added load B is above limit load B.sub.G2, wherein limit load B.sub.G is smaller than limit load B.sub.G2. If this is not true, shock absorbers 16, 18 of front axle 4 are set to comfort, shock absorbers 24, 26 of rear axle 6 are set to sport. If added load B is greater than or equal to limit load B.sub.G2, shock absorbers 16, 18 of front axle 4 and shock absorbers 24, 26 of rear axle 6 are each set to sport. If the shock absorbers 16, 18, 24, 26 in question are already in the correct mode, no switching is required.

(13) Load detecting is repeated at regular intervals. This makes is possible to check continuously whenever comfort mode is selected whether or not limit load B.sub.G has been exceeded, if more luggage is placed in the luggage compartment or additional passengers have entered the vehicle for example, and shock absorbers 24, 26 of rear axle 6 can be actuated so that sport mode is activated.

(14) While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims and their legal equivalents.