Vehicular suspension rigidity controlling apparatus and method with roll-over preventive feature

• US 20030204293A1
• Filed: 04/24/2003
• Published: 10/30/2003
• Est. Priority Date: 04/30/2002
• Status: Active Grant

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Hitachi Unisia Automotive, Ltd. (Hitachi, Ltd.)
• Inventors: Shiino, Kohtaro, Yamaoka, Fumiyuki
• Granted Patent: US 6,711,482 B2
• Time in Patent Office: Days
• US Class Current: 701/37
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 2400/10 Acceleration; Deceleration
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2400/44 Steering speed
• CPC Class Codes: B60G 2500/20 Spring action or springs
• CPC Class Codes: B60G 2600/02 Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
• CPC Class Codes: B60G 2800/012 Rolling condition

Abstract

In vehicular suspension rigidity controlling apparatus and method, a plurality of suspensions intervened between a sprung mass of a vehicle body and an unsprung mass of a corresponding road wheel, a suspension rigidity adjusting section is installed to be enabled to adjust a rigidity of each suspension, a driving state of the vehicle is detected, a predictive determination is made whether the vehicular driving state is a state in which there is a possibility that the vehicle is rolled over from the detected driving state of the vehicle, and the rigidity of at least one of the suspensions is controllably adjusted in a direction to decrease a potential energy of the sprung mass of the vehicle when predictively determining that the vehicular driving state is the state that there is the possibility that the vehicle is rolled over.

Claims

1. A vehicular suspension rigidity controlling apparatus, comprising:

a plurality of suspensions, each suspension being intervened between a sprung mass of a vehicle body and an unsprung mass of a corresponding road wheel;

a suspension rigidity adjusting section that is enabled to adjust a rigidity of each suspension;

a driving state detecting section that detects a driving state of the vehicle;

a vehicular roll-over determining section that predictively determines whether the vehicular driving state is a state in which there is a possibility that the vehicle is rolled over from the detected driving state of the vehicle; and

a suspension controlling section that controllably adjusts the rigidity of at least one of the suspensions via the suspension rigidity adjusting section in a direction to decrease a potential energy of the sprung mass of the vehicle when the vehicular roll-over determining section predictively determines that the vehicular driving state is the state that there is the possibility that the vehicle is rolled over.

2. A vehicular suspension rigidity controlling apparatus as claimed in claim 1, wherein the driving state detecting section comprises at least a vehicular velocity detecting section that detects a vehicular velocity and a steering angular velocity detecting section that detects a steering angular velocity of the vehicle and wherein the vehicular roll-over determining section compares each of the detected vehicular velocity and the detected steering angular velocity with a corresponding one of first predetermined threshold values to predictively determine whether the vehicular driving state is in the state in which there is a possibility that the vehicle is rolled over.

3. A vehicular suspension rigidity controlling apparatus as claimed in claim 1, wherein, when the vehicular roll-over determining section predictively determines that there is a possibility that the vehicle is rolled over, the suspension controlling section adjustably controls the rigidity of the suspension via the suspension rigidity adjusting section in a such a manner that one of an increase direction of the rigidity of the suspension at an extension phase thereof and a decrease direction of the rigidity of the suspension at a compression phase thereof is carried out to decrease the potential energy of the sprung mass of the vehicle.

4. A vehicular suspension rigidity controlling apparatus as claimed in claim 2, wherein the driving state detecting section further comprises a lateral acceleration detecting section that detects a lateral acceleration of the vehicle and the vehicular roll-over determining section compares the detected lateral acceleration with a second predetermined threshold value to determine whether the driving state is a state in which there is still a possibility that the vehicle is rolled over when the vehicular roll-over determining section determines that the driving state is the state in which there is no possibility that the vehicle is rolled over as a result of determination that the driving state is the state in which there is no possibility that the vehicle is rolled over by comparing the detected vehicular velocity and the detected steering angular velocity with the corresponding one of the predetermined threshold values.

5. A vehicular suspension rigidity controlling apparatus as claimed in claim 4, wherein the driving state detecting section further comprises a yaw rate detecting section that detects a yaw rate of the vehicle and the vehicular roll-over determining section compares the detected yaw rate with a third predetermined threshold value to determine whether the driving state is a state in which there is still a possibility that the vehicle is rolled over when the vehicular roll-over determining section determines that the driving state is the state in which there is no possibility that the vehicle is rolled over as a result of determination that the driving state is the state in which there is no possibility that the vehicle is rolled over by comparing the detected lateral acceleration with the second predetermined threshold value.

6. A vehicular suspension rigidity controlling apparatus as claimed in claim 5, wherein the driving state detecting section further comprises a longitudinal acceleration detecting section that detects a longitudinal acceleration of the vehicle and the vehicular roll-over determining section compares the detected longitudinal acceleration with a fourth predetermined threshold value to determine whether the driving state is a state in which there is a possibility that the vehicle is rolled over when the vehicular roll-over determining section determines that the driving state is the state in which there is no possibility that the vehicle is rolled over as a result of determination that the driving state is the state in which there is no possibility that the vehicle is rolled over by comparing the detected yaw rate with the third predetermined threshold values.

7. A vehicular suspension rigidity controlling apparatus as claimed in claim 3, wherein the suspension rigidity adjusting section comprises at least one shock absorber in which a stroke state at an extension stroke is independently controllable by independently adjusting damping force characteristics at two stages of hard and soft or more and wherein, when the vehicular roll-over determining section predictively determines that there is a possibility that the vehicle is rolled over, the suspension controlling section sets one of the damping force characteristic of the shock absorber at the extension phase to be hard characteristic to augment the suspension rigidity of the suspension at the extension stroke and the damping force characteristic of the shock absorber at the compression phase to be soft characteristic to decrease the suspension rigidity of the suspension at the compression stroke to decrease the potential energy of the sprung mass of the vehicle.

8. A vehicular suspension rigidity controlling apparatus as claimed in claim 3, wherein the suspension rigidity adjusting section comprises each shock absorber in which a stroke state at an extension stroke is independently controllable by independently adjusting damping force characteristics at two stages of hard and soft or more and wherein, when the vehicular roll-over determining section predictively determines that there is a possibility that the vehicle is rolled over, the suspension controlling section sets one of the damping force characteristic of each shock absorber at the extension phase to be hard characteristic to augment the suspension rigidity of each suspension at the extension stroke and the damping force characteristic of each shock absorber at the compression phase to be soft characteristic to decrease the suspension rigidity of each suspension at the compression stroke to decrease the potential energy of the sprung mass of the vehicle.

9. A vehicular suspension rigidity controlling apparatus as claimed in claim 3, wherein the suspension rigidity adjusting section comprises the respective shock absorbers in each of which a stroke state at an extension stroke is independently controllable by independently adjusting damping force characteristics at two stages of hard and soft or more and wherein, when the vehicular roll-over determining section predictively determines that there is a possibility that the vehicle is rolled over, the suspension controlling section sets the damping force characteristics of the respective shock absorbers at the extension phase which are intervened between the vehicle body and inner wheels which are located at the inner side with respect to a cornering center to be hard characteristic to augment the suspension rigidities of the corresponding inner wheel side suspensions at the extension stroke and the damping force characteristics of the remaining shock absorbers at the compression phase which are intervened between the vehicle body and outer wheels which are located at an outside with respect to the cornering center to be soft characteristic to decrease the suspension rigidities of the remaining outer wheel side suspensions at the compression stroke to decrease the potential energy of the sprung mass of the vehicle.

10. A vehicular suspension rigidity controlling apparatus as claimed in claim 3, wherein the suspension rigidity adjusting section comprises at least one the shock absorber including a one-way rigidity switching mechanism which is switchable in a direction in which only the suspension rigidity at the extension stroke is increased by a frictional force of a frictional member and wherein the one-way rigidity switching mechanism comprises:

a solenoid;

a first biasing section;

a second biasing section; and

a piston rod, the frictional member being biased in a direction in which the frictional member is separated from the piston rod by the first biasing section when no power is supplied to the solenoid, the frictional member being biased in another direction in which the frictional member is contacted with the piston rod by the second biasing section with the biasing force of the first biasing section released when the power is supplied to the solenoid, the frictional member being formed in a wedge shape, the frictional member being acted upon in the direction for the frictional member to be contacted with the piston rod according to a biasing force of the second biasing section and a wedge effect of the frictional member when the power is supplied to the solenoid and the shock absorber is at the extension stroke, and the wedge effect of the frictional member being released against the biasing force of the second biasing section when the sho0ck absorber is at the compression stroke.

11. A vehicular suspension rigidity controlling apparatus as claimed in claim 3, wherein the suspension rigidity adjusting section comprises the shock absorbers each shock absorber including a one-way rigidity switching mechanism which is switchable in a direction in which only the suspension rigidities at the extension stroke is increased by a frictional force of a frictional member and wherein the one-way rigidity switching mechanism comprises:

a solenoid;

a first biasing section;

a second biasing section; and

a piston rod, the frictional member being biased in a direction in which the frictional member is separated from the piston rod by the first biasing section when no power is supplied to the solenoid, the frictional member being biased in another direction in which the frictional member is contacted with the piston rod by the second biasing section with the biasing force of the first biasing section released when the power is supplied to the solenoid, the frictional member being formed in a wedge shape, the frictional member being acted upon in the direction for the frictional member to be contacted with the piston rod according to a biasing force of the second biasing section and a wedge effect of the frictional member when the power is supplied to the solenoid and the shock absorber is at the extension stroke, and the wedge effect of the frictional member being released against the biasing force of the second biasing section when the sho0ck absorber is at the compression stroke.

12. A vehicular suspension rigidity controlling apparatus as claimed in claim 11, wherein, when the vehicular roll-over determining section predictively determines that there is a possibility that the vehicle is rolled over, the suspension controlling section outputs the power to the solenoid of the one-way rigidity switching mechanism.

13. A vehicular suspension rigidity controlling apparatus, comprising:

a plurality of suspensions, each suspension being intervened between a sprung mass of a vehicle body and an unsprung mass of a corresponding road wheel;

a suspension rigidity adjusting section that is enabled to adjust a rigidity of each suspension;

a driving state detecting section that detects a driving state of the vehicle including at least a vehicular velocity detecting section that detects a vehicular velocity and a steering angular velocity detecting section that detects a steering angular velocity;

a vehicular roll-over determining section that compares each of the detected vehicular velocity and the steering angular velocity with a corresponding one of predetermined threshold values to predictively determine whether the driving state of the vehicle is in the state in which there is a possibility that the vehicle is rolled over; and

a suspension controlling section that, when the driving state of the vehicle is transferred from a first turning state to a second turning state which is reverse to the first turning state and the vehicular roll-over determining section predictively determines that the driving state of the vehicle is in the state in which there is a possibility that the vehicle is rolled over, adjustably controls rigidities of the respective suspensions via the suspension rigidity adjusting section in such a manner that one of the rigidities at at least compression stroke of the respective suspensions have been at the compression stroke during the first turning state being decreased and the rigidities at at least extension stroke of the remaining suspensions which have been at the compression stroke during the first turning state being increased is carried out to decrease a potential energy of the sprung mass of the vehicle.

14. A vehicular suspension rigidity controlling method, the vehicle comprising:

a plurality of suspensions, each suspension being intervened between a sprung mass of a vehicle body and an unsprung mass of a corresponding road wheel; and

a suspension rigidity adjusting section that is enabled to adjust a rigidity of each suspension, and the method comprising;

detecting a driving state of the vehicle;

predictively determining whether the vehicular driving state is a state in which there is a possibility that the vehicle is rolled over from the detected driving state of the vehicle; and

controllably adjusting the rigidity of at least one of the suspensions in a direction to decrease a potential energy of the sprung mass of the vehicle, when predictively determining that the vehicular driving state is the state that there is the possibility that the vehicle is rolled over.