Acitively controlled automotive suspension system with adjustable response characteristics in pitching-suppressive control

• US 4,872,701 A
• Filed: 03/24/1988
• Issued: 10/10/1989
• Est. Priority Date: 03/24/1987
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Fukushima, Naoto, Fukunaga, Yukio, Satoh, Masaharu, Hano, Sunao, Akatsu, Yohsuke
• Primary Examiner(s): Rice, Kenneth R.
• Application Number:
  US07/172,419
• Time in Patent Office: 565 Days
• Field of Search: 280/703, 280/707, 280/772, 364/426
• US Class Current: 280/5.513
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 2204/80 Interactive suspensions; arrangement affecting more than one suspension unit

Abstract

A suspension control system for an automotive vehicle is designed for effectively suppressing pitching motion and whereby regulating vehicular attitude. The suspension control system monitors pitching moment to be exerted on the vehicle for adjusting response characteristics in pitching-suppressive control depending upon the magnitude of the pitching moment to be exerted. The suspension control system adjusts the response characteristics of the front and rear suspensions independently of each other according to preset pitching-suppressive control coefficients respectively for the front and rear suspensions, which are set depending upon the suspension characteristics and/or suspension geometory of the vehicle, to which the suspension control system is to be applied.

Claims

1. A pitching-suppressive suspension control system for an automotive vehicle comprising:

a suspension system disposed between a vehicle body and a suspension member which rotatably supports a vehicular wheel, said suspension system having a variable pressure chamber filled with a working fluid of controlled pressure;

a pressure adjusting means, associated with said variable pressure chamber, for adjusting the pressure of said working fluid in said pressure chamber;

a sensor means for monitoring a magnitude of energy of vehicular pitching direction exerted on the vehicle to produce a pitching magnitude indicative signal; and

a control unit receiving said pitching magnitude indicative signal, and producing a pitching-suppressive suspension control signal based on said pitching magnitude indicative signal and a variable pitching-suppressive suspension control coefficient to control said pressure adjusting means for adjusting suspension characteristics to suppress vehicular pitching, said control unit adjusting said pitching-suppressive suspension control coefficient depending on said pitching magnitude indicative signal value for adjusting response characteristics relative to pitching magnitude.

2. A pitching-suppressive suspension control system as set forth in claim 1, wherein said control unit detects direction of said pitching energy for adjusting said pitching-suppressive suspension control coefficient depending upon the detected direction of said pitching energy.

3. An pitching-suppressive suspension control system as set forth in claim 2, wherein said first sensor produces said pitching magnitude indicative signal variable of the polarity depending upon the direction of said pitching energy.

4. A pitching-suppressive suspension control system as set forth in claim 1, wherein said pressure adjusting means comprises a pressurized fluid source connected to said variable pressure chamber and a pressure control valve incorporating an electrically operable actuator, said actuator being connected to said control unit to receive said pitching suppressive suspension control signal to operate said pressure control valve for adjusting amount of working fluid to be introduced into and removed from said variable pressure chamber for adjusting damping characteristics of said suspension system.

5. A pitching-suppressive suspension control system as set forth in claim 4, wherein said control unit includes a gain-controlled amplifier which determines said pitching suppressive suspension control coefficient, said control unit adjusts the gain of said gain-controlled amplifier corresponding to said vehicle speed indicative signal value.

6. An pitching-suppressive suspension control system as set forth in claim 5, wherein said control unit varies said gain of said gain-controlled amplifier in stepwise fashion depending upon the direction of said pitching energy exerted on the vehicle.

7. A pitching-suppressive suspension control system for an automotive vehicle comprising:

at least first-front and second-rear suspension systems, each being disposed between a vehicle body and a suspension member which rotatably supports a vehicular wheel, each of said suspension systems having a variable pressure chamber filled with a working fluid of controlled pressure;

a pressure adjusting means, associated with said variable pressure chamber, for adjusting the pressure of said working fluid in said pressure chamber;

a sensor means for monitoring a magnitude of energy in vehicular pitching direction exerted on the vehicle to produce a pitching magnitude indicative signal; and

a control unit receiving said pitching magnitude indicative signal, and producing a pitching-suppressive suspension control signal based on said pitching magnitude indicative signal and a variable pitching-suppressive suspension control coefficient to control said pressure adjusting means for adjusting suspension characteristics of said first and second suspension systems to suppress vehicular pitching, said control unit adjusting said pitching-suppressive suspension control coefficient for controlling suspension characteristics of said first and second suspension systems depending on said pitching magnitude indicative signal value and for adjusting response characteristics relative to pitching magnitude.

8. A pitching-suppressive suspension control system as set forth in claim 7, wherein said control unit detects direction of said pitching energy for adjusting said pitching-suppressive suspension control coefficient depending upon the detected direction of said pitching energy.

9. An pitching-suppressive suspension control system as set forth in claim 8, wherein said first sensor produces said pitching magnitude indicative signal variable of the polarity depending upon the direction of said pitching energy.

10. A pitching-suppressive suspension control system as set forth in claim 7, wherein said pressure adjusting means comprises a pressurized fluid source connected to said variable pressure chamber and a pressure control valve incorporating an electrically operable actuator, said actuator being connected to said control unit to receive said pitching suppressive suspension control signal to operate said pressure control valve for adjusting amount of working fluid to be introduced into and removed from said variable pressure chamber for adjusting damping characteristics of said suspension system.

11. A pitching-suppressive suspension control system as set forth in claim 10, wherein said control unit includes a gain-controlled amplifier which determines said pitching-supressive suspension control coefficient, said control unit adjusts the gain of said gain-controlled amplifier corresponding to said vehicle speed indicative signal value.

12. An pitching-suppressive suspension control system as set forth in claim 11, wherein said control unit varies said gain of said gain-controlled amplifier in stepwise fashion depending upon the direction of said pitching energy exerted on the vehicle.

13. A pitching-suppressive suspension control system for an automotive vehicle comprising:

at least first-front and second-rear suspension systems, each being disposed between a vehicle body and a suspension member which rotatably supports a vehicular wheel, each of said suspension systems having a variable pressure chamber filled with a working fluid of controlled pressure;

a pressure adjusting means, associated with said variable pressure chamber, for adjusting the pressure of said working fluid in said pressure chamber;

a sensor means for monitoring a magnitude of energy of vehicular pitching direction exerted on the vehicle to produce a pitching magnitude indicative signal; and

a control unit receiving said pitching magnitude indicative signal, producing a pitching-suppressive suspension control signal based on said pitching magnitude indicative signal and a variable pitching-suppressive suspension control coefficient to control said pressure adjusting means for adjusting suspension characteristics to suppress vehicular pitching, said control unit adjusting said pitching-suppressive suspension control coefficient depending on said pitching magnitude indicative signal value so that a sum of pitching magnitude at said first-front and second-rear suspension systems becomes zero.

14. A pitching-suppressive suspension control system for an automotive vehicle comprising:

at least first-front and second-rear suspension systems, each being disposed between a vehicle body and a suspension member which rotatably supports a vehicular wheel, each of said suspension systems having a variable pressure chamber filled with a working fluid of controlled pressure;

a pressure adjusting means, associated with said variable pressure chamber, for adjusting the pressure of said working fluid in said pressure chamber;

a sensor means for monitoring a magnitude of energy of vehicular pitching direction exerted on the vehicle to produce a pitching magnitude indicative signal; and

a control unit receiving said pitching magnitude indicative signal, producing a pitching-suppressive suspension control signal based on said pitching magnitude indicative signal and a variable pitching-suppressive suspension control gain to control said pressure adjusting means for adjusting suspension characteristics to suppress vehicular pitching, said control unit adjusting said pitching-suppressive suspension control gain depending on said pitching magnitude indicative signal value so that sum of pitching magnitude at said first-front and second-rear suspension systems becomes zero.