DCC自適應(yīng)底盤控制系統(tǒng)ServicetrainingSelf-studymanual406DCCadaptivechassiscontrolsystemStructureandfunctionComfortmodeCommonmodeMovementpatternComfortmodeCommonmodeMovementpatternTheneedtoemphasizedrivingsensehasalwaysbeenemphasizedbythesuspensionsystemDynamicperformanceisachieved.Inthisnewsystem-DCCadaptivechassiscontrolsystem,Thesuspensionsystemisresponsivetoroadconditions,drivingconditions,anddriverrequirementsAdjustyourselfconstantly.Theadjustableshockabsorberisanecessityfortheabovefunctions.S406_002Thesteeringsystemalsoprovidesanadditionalmatchfortheshockabsorber.TheDCCadaptivechassiscontrolsystemisthefirsttobeusedinthepublicPassatCC.ThismanualwillworkontheprincipleoftheDCCadaptivechassiscontrolsystemLinedetailexplanation.Theselftaughtmanualdescribesthenewlydevelopedstructuresandfunctions.Forcurrentinspection,commissioningandmaintenanceinstructions,Itscontentswillnotbeupdated.Pleaserefertotherelevantmaintenanceinformation.newtechniqueimportantPromptCatalogIntroduction..FourOverviewofshockabsorbersystems4Adjustableshockabsorber5.Workingpulsespectrumofadjustableshockabsorber7.Systemspecification8.DCCadaptivechassiscontrolsystemEightOverviewofvehicleusecomponentsTenThesystemisconnectedtothebrakesandthesteeringgearElevenSystemoverview12FunctionFourteenShockabsorberforDCCadaptivechassiscontrolsystemFourteenRegulatingvalveFifteenElectronicmechanism20ControlunitofelectronicallycontrolleddampingsystemJ25020VehicleheightsensorG76,G78,G289..21BodyaccelerationsensorsG341,G342,G343.24Functiondiagram26Maintenance28SelftestquestionsThirtyIntroductionOverviewofshockabsorbersystemsAshockabsorberhasarapidweakeningofbodyandwheelvibrationenergyEffectoSuspensiondiagramThealternationofthecompressionstrokeandthestretchingstrokeisthesuspensionsystemBasiccharacteristics.Generally,thedampingforceinthecompressionstrokeislessthanthatinthestretchingstrokeDampingforce.TheshockabsorbercanstopthebodyvibrationduetothebumpsoftheroadsurfaceAndpreventthetiresfrombeatingontheroad.Inaddition,theforceactingontheshockabsorberindynamicmodealsomakesBodystability.Byfullyinvestigatingthecurrentdrivingenvironment,wecanWithanadjustableshockabsorber,abettershockabsorptioneffectisachieved.ElectroniccontrolsubtractionAcontrolunitforshockdampingcandeterminewhichwheelinmillisecondsWhatdampingcoefficientsneedtobeadjustedandadjusted?Adjustaccordingly.Thecoefficientofdampingistherateatwhichvibrationisdamped.Itconsistsofshockabsorber,dampingforceandspringqualityspecificationDecisive.Increasingthemassofaspringreducesthedampingcoefficient,whichmeansvibrationreductionTheweakrateslowsdown.Reducingthemassofspringcanimprovethedampingcoefficient.LowdampingcoefficientSpringtravelHighdampingcoefficientSpringtravelAdjustableshockabsorberBeappliedtoDCCadaptivechassiscontrolsystemwithadjustableshockabsorberpistonintheoilchamber1internalwork.Doublepipestructureisadopted.Inoilchamber2,thereisanadditionalaircushion.AshockabsorbericonintheextendedstrokeDefoamingcoilPistonvalvepistonBottomvalvefloorPistonrodDuct/sealingringOverflowpipeRingchannelCylinderaircushionTheoilchamberOneTheoilchamberTwoRegulatingvalveIntroductionRegulatingvalveInthecompressionstroke,thedirectionoftheoilflowisadjustedbythefollowingdevices:Regulatingvalve,Piston,valveandBottomvalverestrictionmechanism.ThefunctionofstretchingstrokeandcompressingstrokeInthedrawingofthestretchingandcompressionstroke,thepistonandthebottomplatecanbeseenTheregulatingvalvecausestheoiltoflowinthespecifieddirection.Intheextendedstrokeandthecompressionstroke,theoilissuppliedbyanannularpipeTheregulatingvalveflowsinthesamedirection(one-wayflow).OilfromThecontrolvalveflowsbackintotheoilchamber2.Thecontrolvalvecontrolstheoilchamber2pressureanddampingforce.StretchingstrokeDefoamingcoilRingchannelOilchamber2BottomvalveDuringthestroke,theflowofoiliscontrolledbythefollowingdevices:Regulatingvalve,BottomvalveandPistonvalvelimitmechanism.Thecylindercontainsanoilchamber2.Theoiltankispartlyfilledwithoil,andthereisagaswithdefoamingcoilontheoilinletGasket,oilchamber2usedtocompensateforchangesintheamountofoil.Theoilflowconsistsofashockabsorberlocatedonthepiston,oilchamber,baseandregulatingvalveValveunitcontrol.Thedampingvalveunitiscomposedofaflatspring,ahelicalspringandabeltThevalvebodyoftheoilpassage.CompressionstrokePistonvalveWorkingpulsespectrumofadjustableshockabsorberComparedwiththetraditionalshockabsorberwithfixedpulsespectrum,adjustableshockabsorberwithadjustablecharacteristiccurveinthesamepulsespectrum.TraditionalshockabsorberadjustableshockabsorberWorkpulsespectrumdampingforceExtendedtraveldampingforceCharacteristiccurveexpansionstrokePowerPowerCompressionstrokeCompressionstrokeInthe"failsafe"mode,thecontrolvalvedoesnotwork,andtheshockabsorberwillfollowWorkwithadefaultcharacteristiccurve.S406_013ThetraditionalshockabsorbershaveacharacteristiccurvetohelpdefinethecarVehiclehandlingcharacteristics.ThecharacteristiccurveisdefinedbyeachvehiclefollowingthissuspensiongraphResultsofrows.Itdependsonthefrontandrearweightsofthevehicleandtheengine,Vehiclecharacteristicsandvehiclebridgemotion.S406_014ThedampingcharacteristiccurveoftheadjustableshockabsorbercanbechangedbythecurrentAdjustthesupplystatusofthecontrolvalve.Aworkpulsespectrumisthusgenerated.Theaboveadjustmentsareavailableinallmodes(general,movement,comfort)ConductoInaccordancewiththecurrentdrivingconditions,theshockabsorptionratecanbespecifiedaccordingtothepulsespectrumAdjust,evenifyouhaveselectedadrivingmode.systemdescriptionDCCadaptivechassiscontrolsystemTheadjustabledampersareregulatedbyacontrolunitthatregulatesdampingbasedonthecontrolalgorithmsdevelopedbyvolkswagen.Dependingontheinputsignal,thepulsespectrumoftheadjustableshockabsorbercanbeused.ThiscontrolalgorithmisalsoenabledbybuttonsOrdinary,sports,"Comfortable"betweenthreemodesoffreeswitching,soastoachieveuserneeds.Thesystemcanbeadjustedwhenthevehicleisstationaryormoving.TheDCCadaptivechassiscontrolsystemisalwaysinworkingorder.Prompt:ItisanintelligentautomaticcontrolsystembasedonthefollowingelementsAdjustthevehicledamper:Thelastmodeofuse,aftertheignitionswitchisclosed,opensagain,Stillvalid.Pavementcondition,Drivingmodecanbeswitchedonwhenthevehicleisstationaryormoving.Differentdrivingconditions(braking,acceleration,cornering)andTheregulatingvalvedoesnotworkwhenthevehicleisstationary.Driverrequirements.Asaresult,thedriverisalwaysabletoobtainanidealshockabsorber.DriverrequirementsPavementconditionJ250shockabsorberadjustmentRealtimecalculationofdrivingconditions(arithmetic)S406_047OptionalDCCmodeTheDCCmodecanbecustomizedbythedriverbyadjustingthebuttonontherightsideoftheselectorlever.PressandholdthebuttonuntilyougetthesettingsyouwantPattern。Thisoperationcanberepeated.Thesystemwillalwaysswitchintheorderof"ordinary"-"movement"-"comfort”.OrdinarymodelWhenthebuttonsare"comfortable"and"moving”,thetwologosarenotapparentWhenyellowisshown,DCCmodeAdditionalinformation,suchas:TransmissioncontrolunitEnginecontrolunit—ABS/ESPcontrolunitDriverassistancesystems,forexample,ACCTransfertoCANdatabusinformationCANdatabussystemdescriptionSystemoverviewsensorShockcontrolbuttonE387LeftfrontbodyaccelerationsensorG341RightfrontbodyaccelerationsensorG342RearbodyaccelerationsensorG343LeftfrontvehicleheightsensorG78RightfrontvehicleheightsensorG289RearrearvehicleheightsensorG76Additionalinformation,suchas...acceleratorpedalpositionSteeringauxiliarycontrolunitJ500(pressurefromthedriver)SteeringanglesensorBrakepressureDatabusdiagnosticinterfaceJ533ActuatorShockabsorbervalve,leftfrontN336BandindicatorincombinationinstrumentControllistforindicatingunitelementJ285Shockabsorbervalve,rightfrontN337ElectronicallycontrolleddampingsystemcontrolunitJ250Shockabsorbervalve,leftrearN338Shockabsorbervalve,rightrearN339S406_012functionDCCadaptivechassiscontrolledshockabsorberDoubletubeshockabsorbersareappliedtoDCCadaptivechassiscontrolsystem.Theelectroniccontrolvalveismountedontheoutsideoftheshockabsorbertoadjustthedampingforce.Bychangingtheelectriccurrent,thedampingforcesetbythedampercanbeadjustedThevalveisadjustedinmilliseconds.ThreeheightsensorsofthevehicleandthreeaccelerationsensorsofthebodyAsignalisprovidedtocalculatetherequiredshockabsorbersettings.IndividualshockabsorbersAcontrolunitforsettingthepulsespectrumstoredinanelectronicallycontrolleddampingsystemJ250In.TheammetershowninthediagramhelpstoillustratethecurrentsuppliedtotheregulatingvalveTheammeterisin"ordinary"mode.Inthe"ordinary","Sports"and"comfort"modelsThedevicedoesnotadoptthefixedcurrentcontrol,butadoptsoneThecurrentvaluewithinaspecifiedrange(seeintheammeterYellowarea).ThefollowingfiguressimplyshowtheammeterpointerPossibleadjustmentsinthecentralpositionoftheYellowRegionValvemode.AnillustrationofashockabsorberinitsextendedstrokeAdjustableshockabsorberRingchannelOilchamber2AmmeterRegulatingvalveRegulatingvalveTheregulatingvalveismountedonthedampersidesothattheoilflowsfromthedamperringpassagetotheregulatingvalve.TheoilsuppliedbytheregulatingvalveisdeliveredtotheshockabsorberTheoilchamber2.Thevalveisregulatedbysupplyingcurrenttothecoil(0.24Atomaximum)2.0A)andtherebychangetheinternaloilflowoftheregulatingvalve.Accordingtothepositionofthecontrolvalveoftheregulatingvalve,theoilflowingoutoftheshockabsorberpushesthemainpistontothecorrespondinghorizontalpositionsothatacertainamountofoilcanbeobtainedFlowbackintotheshockabsorberviatheoilreturnpassage.Thepositionofthemainpistonisachievedbysettingthehydraulicpressuredifferencebetweentheinternalcontrolvolume(andfromtheshockabsorber)Thepressureoftheoilintheengineiscompared.Theoilpressuredifferenceissetbythecrosssectionofthechannelbetweenthepreloadheadandthecontrolpanel.IfpreloadHasten,Alargeamountofoilflowsthroughthecentralholeofthemainpiston,andthentheoilisreducedthroughtheannularpassageandthecontrolpassage.InternalcontrolvolumeThepressureisincreasedsothatthemainpistoncanonlymoveslightlytotheright.Thiskindofchangemakesdampingbehaviorbecome"hard"".Ifthepreloadbecomessmaller,thesystemtakesOnthecontrary,theoperationtendstomakethedampingbehaviorsoft".Thegreaterthesupplycurrent,Thedampingbehaviortendstobe"hard"".ElectricalinterfacecoilElectricrotorPushrodPressureheadFailsafevalveControlpanelInternalcontrolvolumeMainpistonOilreturnpassageLeadtotheshockabsorberFromshockabsorbersLeadtotheshockabsorberPressureplateOilreturnpassageControlchannelRingchannelfunctionTheregulatingvalveintheordinarymodeIntheordinarymode,thecurrentsuppliedbythecoilisinthecurrent0.24AandThemiddleareaof2.0A.TheelectricrotormoveswiththepushrodandtheheadTheheadwasslightlypretightened.Theoilthatflowsoutoftheshockabsorberpressesthemainpistonintothehorizontalcentersothatmediumoilcanflowbackintotheshockabsorberthroughtheoilreturnpassage.Thisisaccomplishedbysettingamoderatepreloadbetweenthepressheadandthecontrolpanel.Theoilpressuredifferenceisbasedontheinternalcontrolvolume,themainpistonThepositionisalsolocatedinthehorizontalcenter.Therefore,thedampingbehaviorisbetween"soft"and"hard".ElectricalinterfacecoilElectricrotorPushrodPressureheadControlpanelInternalcontrolvolumeMainpistonOilreturnpassageLeadtotheshockabsorberFromshockabsorbersLeadtotheshockabsorberPressureplateOilreturnpassageControlvalvein"hard"modeInthe"hard"mode,thecurrentsuppliedtothecoilismaximum2.0A.Theelectricrotor,togetherwiththepushrodandpresshead,ispushedtotheleftandproducesthemaximumPretension.Thus,thereisasmallchannelcrosssectionbetweenthecontrolpanelandtheindenterincomparisonwiththe"normal"mode.Astheinternalcontrolvolume,hydraulicpressuredifferenceincreases,themainpistonisinthehorizontalposition,sothattheoilflowbacktotheshockabsorberislowerthanthatoftheshockabsorberthroughtheoilreturnpassageOilreturnin"ordinary"mode.Asaresult,dampingbehaviortendsto"hard"mode.Thisisthetypicalstateofthevalvewhenitisobviouslyoperateddynamically.ElectricalinterfaceControlpanelInternalcontrolvolumecoilMainpistonElectricrotorLeadtotheshockabsorberPushrodFromshockabsorbersLeadtotheshockabsorberPressureheadOilreturnpassageMainpistonLeadtotheshockabsorberControlpistonInternalcontrolvolumeControlpanelElectricalinterfacecoilElectricrotorPushrodFromshockabsorbersLeadtotheshockabsorberPressureheadOilreturnpassageControlchannelringchannelEighteenfunctionRegulatingvalveinsoftmodeInthe"soft"mode,forexample,thecurrentofthemagnetis0.24A,thepushrodandtheheadhaveasmallerpreload.ThepressheadisthesameforceThecontrolpistonisturnedleftsothatthecrosssectionoftheannularchannelisonlyslightlysmaller.TheoilpassesthroughthispassageandisthenreturnedtothecontrolchannelShockabsorber。Thecrosssectionofthechannelbetweenthecontrolpanelandtheindenterincreaseswiththereductionofthepreloadoftheindenter.Thepressuredifferenceintheinternalcontrolvolumedecreases.placeInorderto,Themainpistonwillbeplacedhorizontallysothattheflowofoilbackthroughtheoilreturnlineisgreaterthanthe"hard"mode.Inthisway,dampingbehaviortendstobesoft.Thisisthetypicalstateofthevalvewhenitisobviouslyoperateddynamically.Controlvalvein"failsafe"modeIfashockabsorber,atleastthereis2sensors,orcontrolunitsforelectronicallycontrolleddampingsystemsWhenJ250fails,then"failsafe.""Modewillbeactivated.Inthe"failsafe"mode,thecurrentsuppliedtotheshockabsorberiscutoffsothatthevehiclerunsasifitwereequippedwithaconventionalshockabsorber.Theelectricrotor,togetherwiththepushrodandthehead,movestotherightuntilthevalveshellisagainstthetop.ThecontrolpistonwillalsomoveandisapproachingtheannularpathDirectentryclosure.Theoilengineopensthefailsafevalveandflowsbacktotheshockabsorberthroughthecontrolpassage.ElectricalinterfacecoilElectricrotorPushrodValvehousingPressureheadFailsafevalveAccesstocontrolMainpistonLeadtotheshockabsorberFromshockabsorbersLeadtotheshockabsorberControlchannelringchannelcontrolpistonElectronicmechanismControlunitofelectronicallycontrolleddampingsystemJ250controlunitJ250islocatedbehindthepanelontherightoftheluggagecompartment.PassatCC)ItisevaluatedbyvehicleheightsensorsG76,G78,G289BodyaccelerationsensorsG341,G342,G343Thesignal,takingintoaccountroadconditions,drivingconditions,anddriversTheoptimumcurrentsforfourshockabsorbersarecalculatedseparately.Itpasseswithinafewmillisecondsthroughacontrolledcurrent0.24A-2A)adjusttheshockabsorber.ControlunitofelectronicallycontrolleddampingsystemJ250DisplayonacombinationinstrumentThedrivercontrolstheshockcontrolbuttonmanuallyE387,toselectdifferentsettings.Theselecteddampingsettingsareshownontheinstrumentcluster.Whenthevehiclestarts,itshowsthelastselectedsettings/displaycontents.VehicleheightsensorG76,G78,G289Thevehicleheightsensorisalsoreferredtoastherotationanglesensor.TheyareinstalledneartheshockabsorberandthroughtheconnectingrodConnecttothestabilizerbar.ThefrontandrearaxlesareconnectedwiththeconnectingrodbymeansofastabilizingbarTheamountofmovementconvertedintorotationtodeterminethewheelBouncingstroke.Vehicleheightsensor-frontaxle(right)ConnectingrodswingarmRightfrontbodyheightsensorG289TherotationanglesensorissuitableforworkinginastaticmagneticfieldandfollowsHolzer'slaw.ThesignaloutputwillprovideoneproportionaltothecontrolangleofthedamperPWMsignal(pulsewidthmodulationsignal).Thethreesensorsareexactlythesame,but...Installationmethod,connectingrodanddynamiccharacteristicswillbebasedonThemountingpositionandaxlearedifferent.Vehicleheightsensor-rearaxle(left)LeftrearbodyheightswingarmSensorG76ConnectingrodelectronicstructurestructureThesensorisdesignedtobeadualchambersystem.Onthesideofthesensor(chamber),Equippedwithrotor.Ontheotherside(chamberthecircuitboardwithstatorisequipped.Therotorandstatorareindividuallymounted,sotheycanbeindependentlysealed.Therotorcontainsanonmagneticstainlesssteelshaftbondedwitharareearthmagnet.Rareearthmagnetsareusedinhighmagneticfieldsandrequireextremelysmallmagnets.ControlrodbearingInstallationforconnectingtotheconnectingrodbushingchamberOneTherotorisconnectedtotheconnectingrodbyajoystick,anditisalsopassedDrivenbyajoystick.Therotorismountedinsidetheradialshaftsealringinthejoystick.Thiscaneffectivelyprotectthepartsfrominterferencebyotherparts.ThestatorconsistsofaHolzersensorandismountedonthecircuitOnboard.CircuitboardbyPUblocks(polyurethane)aremoldedsothattheycanbeprotectedItisfreefromexternalinterference.rotorRadialshaftsealringMagnetblockTheplugtouchesthefootCircuitboardwithstatorchamberTwo(PUblock)functionThemagneticlinesaretransmittedandamplifiedthroughtheHolzersensortray.ThesignalisconvertedinthecircuitboardintegratedcircuittomakethebodyheightThecontrolunitcanbecontrolledbyelectronicallycontrolleddampingsystemJ250InstituteUnlikeconventionalHolzersensors,theseelementsareabletoidentify.Specialsinusoidalandcosinesignalsarereleased.RotormagnetRotorrotation(chamber1)Integratedcircuitonabuilt-instatorcircuitboard(chamber2)electronicstructureBodyaccelerationsensorsG341,G342,G343Abodyaccelerationsensormeasurestheverticalaccelerationofthecarbody.Bodyaccelerationsensor-frontaxleLeftfrontbodyaccelerationsensorG341andfrontrightbodyaccelerationThesensorG342ismountedonthebody,neartheshockabsorberTop.LeftfrontbodyaccelerationsensorG341BodyaccelerationsensorrearaxleRe