The closed air suspension system of the Porsche Panamera

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1 Vehicle Dynamics Expo June 2010 at the new Messe, Stuttgart Dipl.- Ing. Torsten Nitschke, responsible project engineer for the Panamera air spring system, Dr. Ing h. c. F. Porsche AG Page 1

2 Content Introduction Operation and function Components The closed air supply system Control unit and software development process System functionality and controller strategy The new air spring design Page 2

3 Page 3

4 Comfort Performance Driving pleasure and emotion Efficiency the best possible driving performance and superior traction great driving pleasure and agility maximum driving safety and superb handling excellent driving comfort and the familiar day-to-day usability Page 4

5 fig. 1: variation of suspension set up fig. 2: variation of spring rate Page 5

6 Operation and function fig. 3: interieur Panamera fig. 4: operation panel Comfort => shock absorber comfort + normal vehicle level + soft spring rate Sport => shock absorber sport + normal vehicle level + soft spring rate Sport Plus => shock absorber performance + low vehicle level + hard spring rate Page 6

7 Operation and function Lift level : + 20 mm above normal vehicle level Normal vehicle level Low level : - 25 mm below normal vehicle level fig. 5: various vehicle levels Page 7

8 Components front air spring strut with additional air volume and PASM shock absorber, separate rear air spring with additional air volume and PASM shock absorber air supply system with compressor, pressure sensor and pneumatic valve block 5.2 litre air reservoir wheel travel sensor on each corner two front and one rear acceleration sensor temperature sensor Electronic Control Unit (ECU) fig. 6: airspring system components Page 8

9 The closed air supply system fig. 8: pneumatic scheme of the open system fig. 7: pneumatic scheme of the closed system Advantages of the closed compared to the open air supply system: fig.9a: fig.9b: scheme air spring filling deflate energy consumption reduced by around 60% compressor operating time reduced by 75% high adjusting speed v > 4mm/s weight savings of around 1kg less costs due to smaller components Page 9

10 Control unit and software development process Specification Approval Car requirements CAN definition Porsche Development Testing - Air Spring- Damper Characteristic - System behaviour HIL, Vehicle Testing Development Actuator Control Low Level SW Qualification SIL, Vehicle Testing Supplier Implementation Code Generating System Linking Basic Testing fig. 10: V- development scheme fig. 11: ECU Hardware Page 10

11 System functionality and controller strategy Spring rate switch point a-longitudinal a-lateral a-vertical steering angle height deviation from zero position air spring valve switch point V1+V2 V1 soft spring rate hard spring rate Page 11

12 System functionality and controller strategy Air leakage compensation suction pressure suction pressure air spring fast filling reservoir filling suction pressure deflate reservoir Page 12

13 System functionality and controller strategy Diagnostics and fault detection fig. 12: PIDT-Tester fig. 13: user interface Page 13

14 Handing over to Continental AG Page 14

15 The new air spring design of the Porsche Panamera Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Andreas Nessel Stuttgart, Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 15 Continental AG Χ

16 Panamera front axle Package of air struts Limited package space Additional volume and valve must be integrated into the air spring Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 16 Continental AG

17 Integration of addition volume valve cartridge Additional volume Switch to sport plus mode by separation of the additional volume Air spring main volume Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 17 Continental AG

18 Addition volume valve Electrical connector Air connector Technical data: Nominal opening diameter 12mm Mass 370g Diameter 40mm Switch time < 100ms Integrated air spring filling Air outlet to additional volume Air from air spring Development of a new valve to meet the weight and packaging targets Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 18 Continental AG

19 Dynamical behavior of the front axle air spring Stiffness vs. frequency Measurement of air spring only (damper excluded) Amplitude 5mm 2mm Stiffness 1mm Frequency (Hz) No increase of stiffness in the frequency area relevant for ride comfort Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 19 Continental AG

20 Panamera rear axle Package of air springs Rear axle design requires stand alone air spring Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 20 Continental AG

21 Design of rear axle air spring Additional volume Valve cartridge Guiding tube Air spring main volume Switch to sport plus mode by separation of the additional volume Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 21 Continental AG

22 Influence of piston contour on air spring characteristics Wheel-related stiffness (N/mm) 0 Positive contour Progressive in jounce Wheel travel (mm) Cylindrical contour degressive rebound characteristic Negative contour Comfortable center Air suspension characteristic can be tailored to the specific vehicle requirements Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 22 Continental AG

23 Piston contour Negative piston contour => Reduction of stiffness => Lower air spring volume required for given stiffness negative contour positive contour 5 Required air spring volume vs. Piston gradient Volume (l) 4 3 Panamera RA Comfort Mode 2 Sport Mode Piston gradient (Degree) Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 23 Continental AG

24 Benchmarking of air spring related harshness Harshness coeffizient (%) Front axle Harshness coeffizient (%) Rear axle Comfort Sport Comfort Sport Comfort Sport Comfort Sport Porsche Panamera Benchmark Porsche Panamera Benchmark HarshnessCoefficient = c 0,1 c " c 25 25! 100% Low harshness due to bellow design Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 24 Continental AG

25 Summary Switchable rate air springs enable the driver to select between sportive and comfortable characteristic. influence the steering behaviour in the direction of a more agile handling in the sport mode. A compact design enabled by a new developed smaller valve and the integration of the additional volume into the air spring module. reduction of required air spring volume by appropriate piston contour design. Outstanding air spring comfort achieved by using outer guiding tubes, for the Porsche Panamera the very first time for a stand alone air spring module on the rear axle. using bellows with comfort supporting harshness properties. Division Chassis & Safety, BU Chassis Components Segment Electronic Suspension Systems Vehicle Dynamics 2010, Stuttgart Andreas Nessel, Slide 25 Continental AG

26 Questions and Discussion Page 26

27 Thank you for your attention Page 27

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