SUSPENSION SYSTEM FOR VEHICLE

• US 20100013174A1
• Filed: 09/03/2007
• Published: 01/21/2010
• Est. Priority Date: 09/15/2006
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Buma, Shuuichi, Sugiyama, Kazuaki
• Granted Patent: US 7,938,410 B2
• Time in Patent Office: Days
• US Class Current: 280/5.507
• CPC Class Codes: B60G 17/0157 non-fluid unit, e.g. electric motor
• 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 17/0165 to an external condition, e.g. rough road surface, side wind
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 17/0272 the mechanical spring being a coil spring
• CPC Class Codes: B60G 21/0555 including an actuator inducing vehicle roll
• CPC Class Codes: B60G 2200/18 Multilink suspensions, e.g. elastokinematic arrangements
• CPC Class Codes: B60G 2200/184 Assymetric arrangements
• CPC Class Codes: B60G 2202/135 Stabiliser bar and/or tube
• CPC Class Codes: B60G 2202/442 Rotary actuator
• CPC Class Codes: B60G 2400/102 vertical
• CPC Class Codes: B60G 2400/202 Piston speed; Relative velocity between vehicle body and wheel
• CPC Class Codes: B60G 2400/206 Body oscillation speed; Body vibration frequency
• CPC Class Codes: B60G 2400/252 vertical
• CPC Class Codes: B60G 2400/91 Frequency
• CPC Class Codes: B60G 2500/106 duty rate
• CPC Class Codes: B60G 2500/20 Spring action or springs
• CPC Class Codes: B60G 2500/30 Height or ground clearance
• CPC Class Codes: B60G 2600/82 duty rate function
• CPC Class Codes: B60G 2800/162 Reducing road induced vibrations
• CPC Class Codes: B60G 2800/9123 : Active Body Control [ABC]
• CPC Class Codes: B60G 2800/916 : Body Vibration Control

Abstract

In a suspension system for a vehicle, a suspension spring, an absorber for controllably changing the damping coefficient becoming the reference of amount of its own generating damping force, a displacement force generator for controllably generating a displacement force are arranged in parallel between sprung and unsprung members. A vibration damping control is executed based on a so-called skyhook damper theory by utilizing the displacement force. In execution of the vibration damping control, when a sign of sprung-member absolute velocity Vu and a sign of sprung/unsprung-members velocity difference ΔV are the same to each other, a damping-coefficient increasing control is executed to set a target damping coefficient C* of the absorber to a coefficient value C2 that is larger than a coefficient value C1 to which the target damping coefficient C* is set when the sign of sprung-member absolute velocity Vu and the sign of sprung/unsprung-members velocity difference ΔV are different from each other. Vibration of the sprung member can be effectively damped by cooperation of the absorber and the displacement force generator.

Claims

1. :

A suspension system for a vehicle, comprising;

a suspension spring disposed between a sprung member and an unsprung member of the vehicle and elastically interconnects the sprung and unsprung members;

a hydraulic absorber disposed in parallel with said suspension spring, and configured to generate a damping force against movement of the sprung and unsprung members relative to each other such that an amount of the generated damping force is dependent on a sprung/unsprung-members velocity difference that is obtained by subtracting an absolute velocity of the unsprung member from an absolute velocity of the sprung member, said absorber having a damping coefficient changer configured to change a damping coefficient of said absorber which corresponds to ability of said absorber for generating the damping force and which serves as a basis for the amount of the generated damping force;

a displacement force generator disposed in parallel with said suspension spring, and having an electric motor as a power source, said displacement force generator being configured to generate a displacement force which is based on a motor force exhibited by the electric motor and which forces the sprung and unsprung members to be displaced toward or away from each other; and

a controller having a damping-coefficient controlling portion and a displacement-force controlling portion, said damping-coefficient controlling portion being configured to control the damping coefficient of said absorber by controlling said damping coefficient changer, said displacement-force controlling portion being configured to control the displacement force generated by said displacement force generator, by controlling operation of said electric motor,

wherein said displacement-force controlling portion is configured to execute a vibration damping control for causing said displacement force generator to generate a displacement force as a damping force against vibration of the sprung member such that an amount of the generated displacement force is dependent on a sprung-member absolute velocity that is the absolute velocity of the sprung member,

wherein said damping-coefficient controlling portion is configured to execute a damping-coefficient increasing control when a sign of the sprung-member absolute velocity and a sign of the sprung/unsprung-members velocity difference are the same to each other, such that the damping coefficient of said absorber is set, in execution of the damping-coefficient increasing control, to a second coefficient value that is larger than a first coefficient value to which the damping coefficient of said absorber is set when the sign of the sprung-member absolute velocity and the sign of the sprung/unsprung-members velocity difference are different from each other,

and wherein said damping-coefficient controlling portion is configured to execute the damping-coefficient increasing control upon satisfaction of at least one condition when the sign of the sprung-member absolute velocity and the sign of the sprung/unsprung-members velocity difference are the same to each other, the at least one condition including at least one of (A) a condition that the sprung-member absolute velocity is not larger than a threshold velocity value, (B) a condition that the sprung/unsprung-members velocity difference is not smaller than a threshold difference value, (C) a condition that a charge level of a battery as an electric-power supply source for said electric motor is not higher than a threshold level value, and (D) a condition that the displacement force that is to be generated by said displacement force generator is not smaller than a threshold force amount.

2. :

The suspension system according to claim 1, wherein said displacement-force controlling portion is configured to further execute a vehicle-body posture control for causing said displacement force generator to generate a displacement force as at least one of a roll restraining force for restraining roll of a body of the vehicle and a pitch restraining force for restraining pitch of the body of the vehicle.

7. :

The suspension system according to claim 1, wherein the second coefficient value is changed in execution of the damping-coefficient increasing control.

12. :

The suspension system according to claim 1, wherein the first and second coefficient values are determined such that a road-holding ability of the vehicle is higher upon occurrence of vibration having a resonance frequency of the unsprung member when the damping coefficient of said absorber is set to the first coefficient value, than upon occurrence of vibration having a resonance frequency of the sprung member when the damping coefficient of said absorber is set to the second coefficient value.

13. :

The suspension system according to claim 1,

wherein the second coefficient value is changed in execution of the damping-coefficient increasing control,

and wherein the first coefficient value and a maximum second coefficient value as a maximum value of the second coefficient value are determined such that a road-holding ability of the vehicle is higher upon occurrence of vibration having a resonance frequency of the unsprung member when the damping coefficient of said absorber is set to the first coefficient value, than upon occurrence of vibration having a resonance frequency of the sprung member when the damping coefficient of said absorber is set to the maximum second coefficient value.

14. :

The suspension system according to claim 1, wherein said displacement-force controlling portion is configured, when the damping-coefficient increasing control is being executed by said damping-coefficient controlling portion, to execute a displacement-force reducing control for reducing the displacement force that is to be generated by said displacement force generator.

16. :

The suspension system according to claim 14,

wherein the second coefficient value is changed in execution of the damping-coefficient increasing control,

and wherein the displacement-force reducing control is executed such that the displacement force that is to be generated by said displacement force generator is made smaller when the second coefficient value is large than when the second coefficient value is small.

17. :

The suspension system according to claim 1, wherein said displacement-force controlling portion is configured, when the damping-coefficient increasing control is being executed, to execute a supplied-power reducing control for reducing an electric power that is to be supplied to said electric motor.

18. :

The suspension system according to claim 17, wherein the supplied-power reducing control is a power-supply inhibiting control for inhibiting supply of the electric power to said electric motor.

19. :

The suspension system according to claim 18, further comprising a drive circuit which is disposed between said electric motor and a battery as an electric-power supply source for said electric motor, and which is configured to drive said electric motor,

wherein said electric motor is operable while being placed in at least one of operational modes by operation of a switching element of said drive circuit, the operational modes consisting of (A) a motor-terminals connecting mode in which a plurality of motor terminals of the electric motor are electrically connected to each other, (B) a specific-motor-terminal/power-supply-terminal connecting mode in which one of a high-level voltage terminal and a low-level voltage terminal of the electric-power supply source is electrically connected to a selected one of the plurality of motor terminals of the electric motor that is changed depending on an operating position of the electric motor, and (C) a motor-terminals disconnecting mode in which neither the high-level voltage terminal nor the low-level voltage terminal of the electric-power supply source is electrically connected to the plurality of motor terminals of the electric motor and in which the plurality of motor terminals are electrically disconnected from each other,

and wherein the power-supply inhibiting control is executed by placing said electric motor in a determined one of said at least one of the operational modes.

20. :

The suspension system according to claim 19,

wherein the second coefficient value is changed in execution of the damping-coefficient increasing control,

and wherein the power-supply inhibiting control is executed by placing said electric motor in the motor-terminals disconnecting mode as the determined one of said at least one of the operational modes when the second coefficient value is a relatively large value, and is executed by placing said electric motor in the motor-terminals connecting mode as the determined one of said at least one of the operational modes when the second coefficient value is a relatively small value.

21. :

The suspension system according to claim 20, wherein the power-supply inhibiting control is executed by placing said electric motor in the specific-motor-terminal/power-supply-terminal connecting mode as the determined one of said at least one of the operational modes when the second coefficient value is intermediate between the relatively large and small values.

22. :

The suspension system according to claim 1,

wherein said displacement force generator includes;

an elastic body connected at one of opposite end portions thereof to one of the sprung and unsprung members; and

an electromagnetically-operated actuator which is disposed between the other of said opposite end portions of said elastic body and the other of the sprung and unsprung members and which interconnects said elastic body and said other of the sprung and unsprung members,

and wherein said electromagnetically-operated actuator includes said electric motor, and is configured to generate an actuator force based on a motor force generated by said electric motor, such that the generated actuator force acts on said elastic body so as to change an amount of deformation of said elastic body that is dependent on an amount of actuation of said actuator, and such that the generated actuator force is transmitted to the sprung and unsprung members via said elastic body so as to act as the displacement force.

23. :

The suspension system according to claim 22,

wherein said elastic body includes a shaft portion which is rotatably held by the sprung member and an arm portion which extends from one of opposite end portions of said shaft portion in a direction intersecting said shaft portion and which is connected at a distal end portion thereof to the unsprung member,

and wherein said actuator is fixed to a body of the vehicle, and is configured to rotate said shaft portion about an axis of said shaft portion by the actuator force generated by said actuator.

30. :

The suspension system according to claim 1,

wherein said displacement-force controlling portion is configured to execute a sprung-member displacement restraining control for causing said displacement force generator to generate a displacement force as a force for restraining vertical displacement of the sprung member so as to restrain vibration of the sprung member such that an amount of the generated displacement force is dependent on an amount of the vertical displacement of the sprung member,

wherein said displacement-force controlling portion is configured, when the damping-coefficient increasing control is being executed by said damping-coefficient controlling portion, to execute a supplied-power reducing control for reducing an amount of electric power that is to be supplied to said electric motor,

and wherein the supplied-power reducing control is executed as a power-supply inhibiting control to inhibit supply of an electric power to said electric motor, on condition that a sign of a sprung-member displacement amount and a sign of a sprung/unsprung-members displacement amount difference are the same to each other, where the sprung-member displacement amount represents an amount of displacement of the sprung member, and the sprung/unsprung-members displacement amount difference is obtained by subtracting an amount of displacement of the unsprung member from the sprung-member displacement amount.

3-6. -6. (canceled)

8-11. -11. (canceled)

15. :

(canceled)

24-29. -29. (canceled)

31. (canceled)