Suspension control method and apparatus for vehicle

• US 4,970,645 A
• Filed: 04/08/1988
• Issued: 11/13/1990
• Est. Priority Date: 04/09/1987
• Status: Expired due to Term

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Hitachi, Ltd.
• Inventors: Funabashi, Motohisa, Shioya, Makoto, Suda, Seiji, Naito, Shotaro, Adachi, Masao
• Primary Examiner(s): Lall, P. S.
• Assistant Examiner(s): Trans, V.
• Application Number:
  US07/179,390
• Time in Patent Office: 949 Days
• Field of Search: 364/424.05, 280/707, 280/6 R, 280/6 GH, 280/6.12, 280/DIG. 1, 280/703, 180/41
• US Class Current: 701/38
• CPC Class Codes: B60G 17/016 characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input B60G17/017 takes precedence
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 2400/252 vertical
• CPC Class Codes: B60G 2400/52 in tyre
• CPC Class Codes: B60G 2500/10 Damping action or damper
• CPC Class Codes: B60G 2500/20 Spring action or springs
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/014 Pitch; Nose dive

Abstract

A suspension control apparatus for a vehicle comprises a measuring unit for measuring relative motion between sprung mass and unsprung mass at each of wheels, a decision unit for discriminatively determining occurrence and convergence of at least one of rolling or pitching and bouncing or unsprung mass vibration on the basis of measurement data available from the measuring unit, and a control unit for controlling at least one of damping coefficient and spring constant in the suspension characteristics on the basis of the result of decision made by the decision unit.

Claims

1. A suspension control apparatus for a vehicle having at least four wheels and a suspension, comprising:

measuring means for measuring relative motion between sprung mass and unsprung mass at each of the wheels;

decision means for discriminatively determining occurrence of unsprung mass vibration and occurrence and convergence to cessation of bouncing vibration, and at least one of rolling vibration and pitching vibration on the basis of measurement data from said measuring means; and

control means for controlling at least one of a damping characteristic and a spring characteristic of a damper and a spring of the suspension, respectively, on the basis of the result of decision made by said decision means.

2. A suspension control apparatus for a vehicle according to claim 1, wherein said measuring means comprises means for measuring acceleration of the sprung mass.

3. A suspension control apparatus for a vehicle according to claim 1, wherein said measuring means comprises a damper stroke position measuring means for measuring a relative position between the sprung mass and the unsprung mass at each of said wheels.

4. A suspension control apparatus for a vehicle according to claim 3, wherein said decision means decides that the rolling vibration takes place when a difference in the damper stroke position between left and right ones of the wheels exceeds a first predetermined value, decides that the pitching vibration takes place when a difference in the damper stroke position between front and rear ones of the wheels exceeds a second predetermined value, decides that the bouncing vibration takes place when a displacement of the damper stroke position for a given one of the wheels during a first predetermined time interval exceeds a third predetermined value, and decides that the unsprung mass vibration takes place when a displacement of the damper stroke position for a given one of the wheels during a second predetermined time interval exceeds a fourth predetermined value.

5. A suspension control apparatus for a vehicle according to claim 3, wherein said control means increases at least one of the damping characteristic and the spring characteristic immediately when the decision is made that the rolling, pitching or the bouncing vibration occurs, while increasing at least one of the damping characteristic and the spring characteristic at a time point located in the vicinity of a maximum or minimum point of the damper stroke position for the rear wheel when the decision is made that the unsprung mass vibration occurs.

6. A suspension control apparatus for a vehicle according to claim 3, wherein said control means sets at a minimum at least one of the damping characteristic and the spring characteristic independently of a speed of the vehicle unless the decision is made that one of the pitching, rolling, bouncing and the unsprung mass vibrations occurs.

7. A suspension control apparatus for a vehicle according to claim 3, wherein said control means changes at least one of the damping characteristic and the spring characteristic simultaneously and to the same value for each of the wheels when the decision is made by said decision means.

8. A suspension control apparatus for a vehicle according to claim 2, wherein said decision means decides that the convergence to cessation of the rolling vibration occurs when a difference in the damper stroke position between right and left ones of the wheels is not greater than a first predetermined value and continues to exist for a first predetermined time, decides that the convergence to cessation of the pitching vibration occurs when a difference in the damper stroke position between front and rear ones of the wheels is not greater than a second predetermined value and continues to exist for a second predetermined time, and decides that the convergence to cessation of the bouncing vibration occurs when a displacement of the damper stroke at each of the wheels in a predetermined time span is not greater than a third predetermined value and continues to exist for a third predetermined time.

9. A suspension control apparatus for a vehicle according to claim 3, wherein said control means decreases at least one of the spring characteristic and the damping characteristic immediately when the decision is made that the convergence to cessation of the rolling, pitching or the bouncing vibration occurs.

10. A suspension control apparatus for a vehicle according to claim 3, wherein said control means determines discriminately the rolling, the pitching, the bouncing and the unsprung mass vibrations with priorities of high to low levels in this order when several conditions for determining the rolling, pitching, bouncing and the unsprung mass vibrations are satisfied, and wherein

said control means decides that the vibration assigned with high priority occurs when the condition for the vibration of the high priority is satisfied before a vibration of lower priority is decided to be converged to cessation.

11. A suspension control apparatus for a vehicle according to claim 2, wherein said control means determines upon the decision of the occurrence of the unsprung mass vibration the time point for changing over the suspension characteristics on the basis of data of the damper stroke position at the rear wheels and the unsprung mass natural vibration frequency, and decides that the convergence to cessation of the unsprung mass vibration occurs upon lapse of a predetermined time after the spring characteristic or the damping characteristic is increased, to thereby set at least one of the spring characteristic and the damping characteristic to a minimum value.

12. A suspension control apparatus for a vehicle according to claim 11, wherein said predetermined time is equal to one period of the unsprung mass natural vibration.

13. A suspension control apparatus for a vehicle according to claim 3, wherein said measuring means samples the damper stroke position at each of said wheels at a sampling period in a range of 0.001 to 0.04 seconds with a measurement accuracy in a range of 0.2 to 2 mm.

14. A suspension control apparatus for a vehicle according to claim 13, wherein said decision means decides that the convergence to cessation of the rolling vibration occurs when a difference in the damper stroke position between right and left ones of the wheels is not greater than a first predetermined value in a range of 0.5-4 mm and continues to exist for a first predetermined time in a range of 0.25-0.5 seconds, decides that the convergence to cessation of the pitching vibration occurs when a difference in the damper stroke position between front and rear ones of the wheels is not greater than a second predetermined value in a range of 0.5-4 mm and continues to exist for a second predetermined time in a range of 0.25-0.5 seconds, and decides that the convergence to cessation of the bouncing vibration occurs when a displacement of the damper stroke at each of the wheels in a predetermined time span is not greater than third predetermined value in a range of 0.5-4 mm and continues to exist for a third predetermined time in a range of 0.2-0.45 seconds.

15. A suspension control apparatus for a vehicle according to claim 13, wherein said decision means decides that the rolling takes place when a difference in the damper stroke position between left and right ones of the wheels exceeds a first predetermined value in a range of 2-10 mm, decides that the pitching takes place when a difference in the damper stroke position between front and rear ones of the wheels exceeds a second predetermined value in a range of 2-10 mm, decides that the bouncing takes place when a displacement of the damper stroke position for a given one of the wheels during a first predetermined time interval in a range of 0.05-0.5 seconds exceeds a third predetermined value in a range of 2-10 mm, and decides that the unsprung mass vibration takes place when a displacement of the damper stroke position for a given one of the wheels during a second predetermined time interval in a range of 0.001-0.025 seconds exceeds a fourth predetermined value in a range of 0.2-2 mm.

16. A suspension control apparatus for a vehicle according to claim 15, wherein the time point when at least one of the damping characteristic and the spring characteristic is increased in response to the decision that the unsprung mass vibration occurs is within 1/2 of the sampling period from the time point at which the maximum or minimum point occurs in the damper stroke position for the rear wheel.

17. A suspension control apparatus for a vehicle according to claim 3, wherein said control means decreases at least one of the spring characteristic and the damping characteristic when a decided one of the pitching, rolling or the bouncing vibrations is of a constant frequency that is higher than a predetermined frequency.

18. A suspension control apparatus for a vehicle according to claim 17, wherein said predetermined frequency lies within a range of 1 to 3 Hz at an intersection of gain curves of a transfer function of said decided one of the vibrations relative to change in the height of load, said gain curves being obtained by using dampers of low and high damping coefficients, respectively.

19. A suspension control apparatus for a vehicle according to claim 11, wherein the time point for changing over at least one of the spring characteristic and the damping characteristic in response to the decision of occurrence of the bouncing vibration lies at a time point corresponding to maximum or minimum point of the bouncing vibration.

20. A suspension control apparatus for a vehicle according to claim 19, wherein said control means produces a command for changing-over the suspension characteristics at a time point preceding to said change-over time point by an average response time required for changing over the suspension damper characteristics in response to said command.

21. A method of controlling a suspension for a vehicle having at least four wheels and a suspension, comprising:

measuring relative motion between sprung mass and unsprung mass at each of the wheels;

a step for discriminatively determining occurrence of unsprung mass vibration and occurrence and convergence to cessation of bouncing vibration, and at least one of rolling vibration and pitching vibration on the basis of measurement data provided by said measuring; and

a step for controlling at least one of a damping characteristic and a spring characteristic of a damper and a spring of the suspension, respectively, on the basis of the result of a determination made in said determining step.

22. A suspension controlling method for a vehicle according to claim 21, wherein said measuring includes measuring acceleration of the sprung mass.

23. A suspension controlling method for a vehicle according to claim 21, wherein said measuring is performed with a damper stroke position measuring device that measures a relative position between the sprung mass and the unsprung mass at each of the wheels.

24. A suspension controlling method for a vehicle according to claim 23, wherein said determining step includes a step for deciding that the rolling vibration takes place when a difference in the damper stroke position between left and right ones of the wheels exceeds a first predetermined value, a step for deciding that the pitching vibration takes place when a difference in the damper stroke position between front and rear ones of the wheels exceeds a second predetermined value, a step for deciding that the bouncing vibration takes place when displacement of the damper stroke position for a given one of the wheels during a first predetermined time interval exceeds a third predetermined valve, and a step for deciding that the unsprung mass vibration takes place when a displacement of the damper stroke position for a given one of the wheels during a second predetermined time interval exceeds a fourth predetermined value.

25. A suspension controlling method for a vehicle according to claim 23, wherein said controlling step includes a step for increasing at least one of the damping characteristic and the spring characteristic immediately when the decision is made that the rolling vibration, pitching vibration or the bouncing vibration occurs, and a step for increasing at least one of the damping characteristic and the spring characteristic at a time point located in the vicinity of maximum or minimum point of the damper stroke position for the rear ones of the wheels when the decision is made that the unsprung mass vibration occurs.

26. A suspension controlling method for a vehicle according to claim 23, wherein said measuring includes sampling the damper stroke position at each of the wheels at a sampling period in the range of 0.001 to 0.04 seconds with measurement accuracy in the range of 0.2 to 2 mm.

27. A suspension controlling method for a vehicle according to claim 26, wherein said determining step includes a step for deciding that the rolling takes place when a difference in the damper stroke position between left and right ones of the wheels exceeds a first predetermined value in a range of 2-10 mm, a step for deciding that the pitching takes place when a difference in the damper stroke position between front and rear ones of the wheels exceeds a second predetermined value in a range of 2-10 mm, a step for deciding that the bouncing takes place when a displacement of the damper stroke position for a given one of the wheels during a first predetermined time interval in a range of 0.05-0.5 seconds exceeds a third predetermined value in a range of 2-10 mm, and a step for deciding that the unsprung mass vibration takes place when displacement of the damper stroke position for a given one of the wheels during a second predetermined time interval in a range of 0.001-0.025 seconds exceeds a fourth predetermined value in a range of 0.2-2 mm.

28. A suspension controlling method for a vehicle according to claim 26, wherein said determining step includes a step for deciding that the convergence to cessation of the rolling vibration occurs when a difference in the damper stroke position between right and left ones of the wheels is not greater than a first predetermined value in a range of 0.5-4 mm and continues to exist for a first predetermined time in a range of 0.25-0.5 seconds, a step for deciding that the convergence to cessation of the pitching vibration occurs when a difference in the damper stroke position between front and rear ones of the wheels is not greater than a second predetermined value in a range of 0.5-4 mm and continues to exist for a second predetermined time in a range of 0.25-0.5 seconds, a step for deciding that the convergence to cessation of the bouncing vibration occurs when a displacement of the damper stroke at each of the wheels in a predetermined time span is not greater than a third predetermined value in a range of 0.5-4 mm and continues to exist for a third predetermined time in a range of 0.2-0.45 seconds.