System for generating a signal on a vehicle

• US 5,324,067 A
• Filed: 03/16/1992
• Issued: 06/28/1994
• Est. Priority Date: 04/12/1991
• Status: Expired due to Term

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Schunck, Eberhardt, Schwab, Siegbert, Kingston, Andrew-William, Kallenbach, Rainer, Wanner, Michael
• Primary Examiner(s): Tyson, Karin L.
• Application Number:
  US07/851,858
• Time in Patent Office: 834 Days
• Field of Search: 280/707, 188/299, 188/317, 188/322.14, 188/322.15
• US Class Current: 280/5.519
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 2202/24 Fluid damper
• CPC Class Codes: B60G 2400/202 Piston speed; Relative velocity between vehicle body and wheel
• CPC Class Codes: B60G 2400/252 vertical
• CPC Class Codes: B60G 2400/5182 Fluid damper
• CPC Class Codes: B60G 2500/10 Damping action or damper
• CPC Class Codes: B60G 2600/02 Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
• CPC Class Codes: B60G 2600/14 Differentiating means, i.e. differential control
• CPC Class Codes: B60G 2600/184 Semi-Active control means
• CPC Class Codes: B60G 2600/20 Manual control or setting means
• CPC Class Codes: B60G 2800/162 Reducing road induced vibrations
• CPC Class Codes: B60G 2800/164 Heaving; Squatting

Abstract

The damping characteristics of shock absorbers are variable contingent upon various operating parameters. In changing the damping characteristic, the invention provides for performing the change during operating phases of slight damping force changes. This can be achieved, in that the changes of the damping characteristic are carried out only in the compression stage of the shock absorber. This is especially favorable with a shock absorber of a design such that its damping characteristic will be adjustable only in the traction stage.

Claims

1. A system for undercarriage control of a vehicle, comprising:

an adjustable damper including at least one adjustable damping valve for adjustment of a damping characteristic of the damper in at least two modes, said damper defining a tension and compression stage, said damper having a difference in damping force between two of said damping characteristic modes in one of said tension and compression stages, which is smaller than a difference in damping force between two of said damping characteristic modes in the other of said tension and compression stages; and

means for actuating the damping valve, said actuation only occurring during one of said tension and compression stages having said smaller difference in damping force.

2. The system according to claim 1, wherein said actuating means is dependent upon relative movements of opposite ends of said damper.

3. The system according to claim 2, wherein said opposite ends of said damper exhibit at least one of a relative velocity and a relative acceleration, the relative velocity between said opposite ends captured by signals (Xar'"'"'(t)) as relative movements of said opposite ends, and the relative acceleration between said opposite ends captured by signals (Xar"(t)) as relative movements of said opposite ends.

4. The system according to claim 3, further comprising sensors in communication with said actuating means, said sensors providing output signals representing spring deflection movements, the spring deflection movements corresponding to at least one of spring deflection travel, spring deflection velocity, and fluid pressure within said damper.

5. The system according to claim 1, wherein said damper is configured whereby said damping characteristic is only adjustable as opposing ends of said damper move away from each other.

6. The system according to claim 5, wherein said damper is configured as a dual-tube shock absorber having at least two chambers for a fluid, the two chambers interconnected by valves, at least one of said valves adjustable and configured as a choking point dependent on a direction of flow.

7. The system according to claim 6, wherein said damper comprises:

an outer shell tube having a first bottom and defining an interior space therein;

an inner shell tube concentrically disposed within the outer shell tube, the inner shell tube having a second bottom;

an annular space defined between the inner and outer shell tubes;

at least one choking point disposed in the second bottom, preferably near the first bottom, the choking point enabling an exchange of fluid from the annular space into the interior space;

a first lid in sealing engagement with the outer shell tube, the first lid having a first opening therein;

a second lid in sealing engagement with the inner shell tube, the second lid having a second opening therein;

a piston rod extending through the first and second shell tubes; and

a damping piston disposed within the inner shell tube and connected to the piston rod, the damping piston defining an upper working chamber and a lower working chamber, whereby an exchange of fluid takes place between the working chambers via the choking point;

wherein the choking points are fashioned as check valves, with one of the valves in the piston having an adjustable cross section.

8. The system according to claim 5, wherein said damper comprises:

an outer shell tube having a first bottom and defining an interior space therein;

an inner shell tube concentrically disposed within the outer shell tube, the inner shell tube having a second bottom;

an annular space defined between the inner and outer shell tubes;

at least one choking point disposed in the second bottom, preferably near the first bottom, the choking point enabling an exchange of fluid from the annular space into the interior space;

a first lid in sealing engagement with the outer shell tube, the first lid having a first opening therein;

a second lid in sealing engagement with the inner shell tube, the second lid having a second opening therein;

a piston rod extending through the first and second shell tubes; and

a damping piston disposed within the inner shell tube and connected to the piston rod, the damping piston defining an upper working chamber and a lower working chamber, whereby an exchange of fluid takes place between the working chambers via the choking point;

wherein the choking points are fashioned as check valves, with one of the valves in the piston having an adjustable cross section.

9. The system according to claim 1, wherein said damper is configured whereby said damping characteristic is only adjustable as opposing ends of said damper move toward each other.

10. The system according to claim 9, wherein said damper is configured as a dual-tube shock absorber having at least two chambers for a fluid, the two chambers interconnected by valves, at least one of said valves adjustable and configured as a choking point dependent on a direction of flow.

11. The system according to claim 9, wherein said damper comprises:

an outer shell tube having a first bottom and defining an interior space therein;

an inner shell tube concentrically disposed within the outer shell tube, the inner shell tube having a second bottom;

an annular space defined between the inner and outer shell tubes;

at least one choking point disposed in the second bottom, preferably near the first bottom, the choking point enabling an exchange of fluid from the annular space into the interior space;

a first lid in sealing engagement with the outer shell tube, the first lid having a first opening therein;

a second lid in sealing engagement with the inner shell tube, the second lid having a second opening therein;

a piston rod extending through the first and second shell tubes; and

a damping piston disposed within the inner shell tube and connected to the piston rod, the damping piston defining an upper working chamber and a lower working chamber, whereby an exchange of fluid takes place between the working chambers via the choking point;

wherein the choking points are fashioned as check valves, with one of the valves in the piston having an adjustable cross section.

12. A method of actuating an adjustable damper in a vehicle, the damper including at least one adjustable damping valve for adjustment of a damping characteristic of the damper in at least two modes, the damper defining a tension and compression stage, said method comprising the steps of:

actuating the damping valve dependent on whether the damper is in a tension or compression stage;

the improvement comprising;

actuating the damping valve only during one of said tension and compression stages having a difference in damping force between two of said damping characteristic modes which is smaller than a difference in damping force between two of said damping characteristic modes in the other of said tension and compression stages.

13. The method of claim 12, comprising the further steps of:

selecting first and second threshold values, said first and second threshold values representing one of a constant and a variable, said variable at least one of representing and influencing a variable of state of the vehicle;

said actuating step further dependent on at least one comparison of;

a first signal representing a spring deflection velocity with said first threshold value, and

a second signal representing a spring deflection acceleration with said second threshold value.

14. The method of claim 13, wherein at least one of said first and second threshold values represents tuning parameters used for minimization of switching noises which occur as a result of said actuating step.

15. The method of claim 13, wherein the vehicle includes a body and at least one wheel unit, said damper connected at one end thereof to the vehicle body, and connected at the other end thereof to a said wheel unit, comprising the further steps of:

sensing a relative movement between the vehicle body and the wheel unit;

providing a signal representing said sensed relative movement; and

utilizing said signal representing said sensed relative movement for said actuating step.

16. The method of claim 15, wherein said sensing step comprises sensing a relative velocity between the vehicle body and the wheel unit.

17. The method of claim 15, wherein said sensing step comprises sensing a relative acceleration between the vehicle body and the wheel unit.