System for controlling damping force characteristic of shock absorber of vehicle

• US 5,440,488 A
• Filed: 09/14/1993
• Issued: 08/08/1995
• Est. Priority Date: 09/16/1992
• Status: Expired due to Fees

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Unisia Jecs Corporation (Hitachi, Ltd.)
• Inventors: Yamaoka, Fumiyuki, Sasaki, Mitsuo
• Primary Examiner(s): Chin, Gary
• Application Number:
  US08/120,404
• Time in Patent Office: 693 Days
• Field of Search: 364/424.05, 280/707, 280/840
• US Class Current: 701/37
• 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 2400/102 vertical
• CPC Class Codes: B60G 2400/206 Body oscillation speed; Body vibration frequency
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2400/44 Steering speed
• CPC Class Codes: B60G 2500/102 stepwise
• CPC Class Codes: B60G 2600/604 low pass
• CPC Class Codes: B60G 2800/012 Rolling condition

Abstract

A system for controlling damping force characteristics for respective shock absorbers, each shock absorber being interposed between a sprung mass and an unsprung mass, in which a control signal to control the damping force characteristic at either or both stroke sides of each shock absorber is derived by a control unit on the basis of a signal indicating a sprung mass behavior, a signal indicating a steering angular displacement of a vehicle steering system, and a signal indicating a steering angular velocity of the steering system. In addition, a control equation to determine the control signal value has various coefficients which are zeroed depending on whether a predetermined steering condition is established.

Claims

1. A system for controlling damping forces for respective shock absorbers of a vehicle, comprising:

a) a plurality of shock absorbers, each shock absorber being interposed between a sprung mass and an unsprung mass of the vehicle;

b) first means for varying a damping force characteristic of at least one side of a piston stroke of each shock absorber in response to a control signal;

c) second means for detecting a behavior of the sprung mass of the vehicle;

d) third means for detecting a steering angular displacement and a steering angular velocity of a vehicular steering system; and

e) fourth means for receiving a first signal indicating the steering angular displacement and a second signal indicating the steering angular velocity from said third means and a third signal indicating the sprung mass behavior detected by said second means and producing the control signal derived using values of the first, second, and third signals, said control signal being transmitted to said first means so that the damping force characteristic of each shock absorber is controlled according to the control signal;

wherein each shock absorber has an extension stroke side and a compression stroke side with respect to the piston and each shock absorber is so constructed as to form three modes of control;

a first control mode to provide an extension stroke side hard characteristic such that the damping force characteristic is variable at the extension stroke side and that at the compression stroke side is fixed to a predetermined low damping force characteristic;

a second control mode to provide a compression stroke side hard characteristic such that the damping force characteristic at the compression stroke side is variable and that at the extension stroke side is fixed to the predetermined low damping force characteristic; and

a third control mode to provide a soft characteristic such that the damping force characteristics at both extension and compression stroke sides are fixed to the predetermined low damping force characteristics; and

wherein, when a value of the control signal is a positive value and exceeds a predetermined threshold value (δ

), said fourth means produces the control signal to the first means so that at least the corresponding shock absorber is controlled to provide the extension stroke side hard characteristic, when the value of the control signal is within a plus and minus threshold value (±

δ

), said fourth means produces the control signal to the first means so that the corresponding shock absorber is controlled to provide the soft characteristic, and when the value of the control signal is lower than the minus predetermined threshold value (-δ

), the fourth means produces the control signal to the first means so that the corresponding shock absorber is controlled to provide the compression stroke side hard characteristic.

2. A system for controlling damping forces for respective shock absorbers of a vehicle as set forth in claim 1, wherein said fourth means derives the control signal such that when a predetermined steering condition is not established (OFF), the control signal is derived on the basis of said third signal from said second means and when the predetermined steering condition is established (ON), the control signal is derived using at least said first and second signals from said third means.

3. A system for controlling damping forces for respective shock absorbers of a vehicle as set forth in claim 2, wherein the control signal V is derived using the following control equations for each shock absorber:

space="preserve" listing-type="equation">V.sub.FR =α

.sub.f (v.sub.1 +β

.sub.f v.sub.1 ·

v.sub.p +τ

.sub.f v.sub.1 +τ

.sub.f v.sub.1 ·

v.sub.R)+a.sub.f (Δ

θ

+b.sub.f ·

θ

);

space="preserve" listing-type="equation">V.sub.FL =α

.sub.f (v.sub.2 +β

.sub.f v.sub.2 ·

v.sub.p -τ

.sub.f v.sub.2 ·

v.sub.R)-a.sub.f (Δ

θ

+b.sub.f θ

);

space="preserve" listing-type="equation">V.sub.RR =α

.sub.r (v.sub.3 -β

.sub.r v.sub.3 ·

v.sub.p +τ

.sub.1 v.sub.3 ·

v.sub.R)+a.sub.r (Δ

θ

+b.sub.r θ

); and

space="preserve" listing-type="equation">V.sub.RL =α

.sub.r (v.sub.4 -β

.sub.r v.sub.4 ·

v.sub.p -τ

.sub.r V.sub.4 ·

v.sub.R)-a.sub.r (Δ

θ

+b.sub.r θ

);

wherein in the control equations described above, V_FR denotes a control signal for the right front tire wheel, V_FL denotes a control signal for the left front tire wheel, V_RR denotes a control signal for the right rear tire wheel, V_RL denotes a control signal for the left rear tire wheel, v₁ denotes a sprung mass vertical velocity at the right rear tire wheel, v₂ denotes a sprung mass vertical velocity at the left front tire wheel, v₃ denotes a sprung mass vertical velocity at the right rear tire wheel, v₄ denotes a sprung mass vertical velocity at the left rear tire wheel, v_p denotes a pitch rate, v_R denotes a roll rate, Δ

θ

denotes the steering angular velocity, and θ

denotes the steering angular displacement, and, furthermore, the pitch rate v_p is calculated according to an average velocity difference between the front and rear tire wheels, and the roll rate v_R denotes an average velocity between the right and left tire wheels, the rates v_p and v_R being derived using the following equations;

space="preserve" listing-type="equation">v.sub.p =(v.sub.1 +v.sub.2 -v.sub.3 -v.sub.4)/2

space="preserve" listing-type="equation">v.sub.R =(v.sub.1 +v.sub.3 -v.sub.2 -v.sub.4)/2.

4. A system for controlling damping forces for respective shock absorbers of a vehicle as set forth in claim 3, wherein when the predetermined steering condition is not established (OFF), a_f =a_r =0, and when the predetermined steering condition is established (ON), α

_f =α

_r =0.

5. A system for controlling damping forces for respective shock absorbers of a vehicle as set forth in claim 4, wherein said third means comprises a vertical G sensor for each shock absorber installed at a position of a body of the vehicle to detect the vertical sprung mass velocity.

6. A system for controlling damping forces for respective shock absorbers of a vehicle as set forth in claim 4, wherein said predetermined steering condition is as follows:

|θ

·

Δ

θ

|>

K, wherein K denotes a constant.

7. A method for controlling a damping force characteristic for at least one of a plurality of respectively arranged shock absorbers of a vehicle, comprising the steps of:

a) providing a plurality of shock absorbers each having an extension stroke side and a compression stroke side with respect to a piston of the shock absorber, each shock absorber having three modes of control, including;

a first control mode to provide an extension stroke side hard characteristic such that the damping force characteristic is variable at the extension stroke side and that at the compression stroke side is fixed to a predetermined low damping force characteristic;

a second mode to control a compression stroke side hard characteristic such that the damping force characteristic at the compression stroke side is variable and at the extension stroke side is fixed to the predetermined low damping force characteristic; and

a third control mode to provide a soft characteristic such that the damping force characteristics at both extension and compression stroke sides are fixed to the predetermined low damping force characteristic;

b) varying a damping force characteristic of at least one side of the piston stroke of each shock absorber in response to a control signal input thereto;

c) detecting a behavior of a sprung mass of the vehicle;

d) detecting a steering angular displacement and a steering angular velocity of a steering system of the vehicle;

e) receiving a first signal indicating the steering angular displacement, a second signal indicating the steering angular velocity, and a third signal indicating the sprung mass behavior;

f) producing the control signal using values of the first, second, and third signals;

g) transmitting said control signal to said at least one shock absorber so that the damping force characteristic of the shock absorber is controlled according to the control signal;

h) controlling the damping force characteristic of the at least one shock absorber so that when a value of the control signal is a positive value and exceeds a predetermined threshold value (δ

) the shock absorber is controlled according to the first control mode, when the value of the control signal is within a plus and minus threshold value (±

δ

) the shock absorber is controlled according to the third control mode, and when the value of the control signal is lower than the minus predetermined threshold value (-δ

) the shock absorber is controlled according to the second control mode.