Suspension control system for automotive vehicle including apparatus for controlling shock absorber damping force coefficient

• US 5,490,068 A
• Filed: 07/29/1992
• Issued: 02/06/1996
• Est. Priority Date: 07/30/1991
• Status: Expired due to Fees

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Atsugi Unisia Corporation
• Inventors: Emura, Junichi, Takahashi, Toru, Kimura, Makoto, Shimizu, Hiroyuki, Kakizaki, Shinobu
• Primary Examiner(s): PARK, COLLIN
• Application Number:
  US07/921,052
• Time in Patent Office: 1,287 Days
• Field of Search: 364/424.05, 280/688, 280/707, 280/840, 280/DIG. 1, 280/6.12
• US Class Current: 701/38
• CPC Class Codes: B60G 17/018 characterised by the use of a specific signal treatment or control method
• CPC Class Codes: B60G 17/08 Characteristics of fluid dampers adjusting fluid dampers in general F16F9/44 - F16F9/53
• CPC Class Codes: B60G 2500/10 Damping action or damper
• CPC Class Codes: B60G 2600/184 Semi-Active control means
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/24 Steering, cornering
• CPC Class Codes: B60G 2800/912 Attitude Control; levelling control
• CPC Class Codes: B60G 2800/916 Body Vibration Control

Abstract

A suspension control system for an automotive vehicle is disclosed in which, in each shock absorber, interposed between the vehicular body and tire wheel, a damping coefficient varying adjuster is provided which changes a damping coefficient at either or both of piston stroke sides according to a control signal input thereto so that the damping coefficient is set to a target damping coefficient position, at lease one sprung mass acceleration sensor and at least one sprung mass speed sensor are provided, and the control unit is provided which outputs the control signal to the damping coefficient varying means according to a result of determination of whether the vertical sprung mass acceleration exceeds a predetermined threshold value and according to a direction and magnitude of the sprung mass speed so that the damping coefficient at either or both of the stroke sides is controlled to a target damping coefficient position.

Claims

1. A suspension control system for an automotive vehicle, comprising:

a) at least one shock absorber, interposed between a vehicle body as a sprung mass and a tire wheel as an unsprung mass, having a piston member and a damping coefficient varying means therein, said damping coefficient varying means operatively changing its position in response to a control signal so that a damping coefficient of at least one of extension and contraction strokes of the piston member is set to a target damping coefficient exhibiting position;

b) at least one sprung mass acceleration detecting means for detecting a vertical sprung mass acceleration and outputting a vertical sprung mass acceleration signal indicative thereof;

c) high pass filtering means, having a predetermined cut-off frequency, for eliminating a lower frequency component of the vertical sprung mass acceleration indicative signal derived from said sprung mass acceleration detecting means than the predetermined cut-off frequency, said lower frequency component including a sprung mass resonance frequency component, and for passing a higher frequency component of the vertical sprung mass acceleration indicative signal from said vertical sprung mass acceleration detecting means than the predetermined cut-off frequency, said higher frequency component including an unsprung mass resonance frequency component;

d) at least one sprung mass vertical velocity detecting means for detecting a sprung mass vertical velocity and for outputting a sprung mass vertical velocity signal indicative thereof;

e) setting means for previously setting a predetermined threshold value for the high pass filtered vertical sprung mass acceleration indicative signal;

f) determining means for determining whether a value of the vertical sprung mass acceleration indicative signal passed through said high pass filtering means and derived from said sprung mass acceleration detecting means is below the predetermined threshold value; and

g) controlling means for outputting the control signal to the damping coefficient varying means according to a result of determination of the determining means and according to a direction of the sprung mass vertical velocity signal so as to control the damping coefficient of either of extension and contraction stroke sides which is the same direction as that of the vertical sprung mass velocity signal derived from said sprung mass vertical velocity detecting means to the target damping coefficient position.

2. A suspension control system for an automotive vehicle as set forth in claim 1, which further includes:

a steering angular displacement sensor, disposed on a steering wheel of the vehicle, for detecting a steering angular displacement of the steering wheel with respect to a neutral position of the steering wheel and outputting a steering angular displacement signal indicative thereof;

a vehicle speed sensor for detecting a vehicle speed and outputting a vehicle speed signal indicative thereof; and

rolling control state detecting means for deriving a steering angular displacement velocity on the basis of the steering angular displacement indicative signal of the steering angular displacement sensor and for determining whether a rolling control state occurs on the sprung mass on the basis of the derived steering angular displacement velocity and the vehicle speed signal derived from said vehicle speed sensor;

said controlling means having means for controlling said damping coefficient varying means in a rolling mode when said rolling control state detecting means determines that the vehicle is in said rolling control state, and for controlling said damping coefficient varying means in a normal mode when the vehicle is determined not to be in said rolling control state.

3. A suspension control system for an automotive vehicle as set forth in claim 2, which further includes a rolling direction determining means for determining a direction in which the rolling occurs, wherein said vertical sprung mass acceleration determining means includes first means for determining whether an absolute value of the high pass filtered signal (h_p) exceeds the predetermined threshold value (k), and wherein the control signal output by said control means to the damping coefficient varying means is based on the determined rolling direction and whether the absolute value of the high pass filtered signal (h_p) exceeds the predetermined threshold value (k).

4. A suspension control system for an automotive vehicle as set forth in claim 3, wherein the vehicle is provided with two right and two left shock absorbers for two right and two left tire wheels respectively, and wherein when the rolling direction is right and the absolute value of the high pass filtered signal (h_p) is larger than the predetermined threshold value (k), the controlling means executes the following control for the right shock absorbers and for the left shock absorbers:

for each of the right shock absorbers, the damping coefficient at the contraction stroke is set to a medium damping coefficient position (M) and the damping coefficient at the extension stroke is set to a soft damping coefficient position (S), and for each of the left shock absorbers, the damping coefficient at the contraction stroke is set to the soft damping coefficient position and the damping coefficient at the extension stroke is set to the medium position (M);

wherein when the rolling direction is right and the absolute value of the high pass filtered signal (h_p) is less than the predetermined threshold value, the controlling means executes the following control for the right shock absorbers and for the left shock absorbers;

for each of the right shock absorbers, the damping coefficient at the contraction stroke is set to a hard damping coefficient position (H) and the damping coefficient at the extension stroke is set to the soft damping coefficient position (S), and for each of the left shock absorbers, the damping coefficient at the contraction stroke is set to the soft position (S) and the damping coefficient at the extension stroke is set to the hard position (H);

wherein when the rolling direction is left and the absolute value of the high pass filtered signal (h_p) is above the predetermined threshold value (k), the controlling means executes the following control for the right shock absorbers and left shock absorbers;

for each of the right shock absorbers, the damping coefficient at the contraction stroke is set to the soft damping position (S) and the damping coefficient at the extension stroke is set to the medium damping position (M), and for each of the left shock absorbers, the damping coefficient at the contraction stroke is set to the medium damping coefficient position and the damping coefficient at the extension stroke is set to the soft damping position (S);

and wherein, when the rolling direction is left and the absolute value of the high pass filtered signal (h_p) is less than the predetermined threshold value (k), the controlling means executes the following control for the right and left shock absorbers;

for each of the right shock absorbers, the damping coefficient at the contraction stroke is set to the soft damping position (S) and the damping coefficient at the extension stroke is set to the hard damping position (H), and for each of the left shock absorbers, the damping coefficient at the contraction stroke is set to the hard position and the damping coefficient at the extension stroke is set to the soft damping position (S).

5. A suspension control system for an automotive vehicle as set forth in claim 3, wherein, when the rolling direction is right and the absolute value of the high pass filtered signal (h_p) is larger than the predetermined threshold value (k), the controlling means executes the following control:

the damping coefficients at both contraction and extension strokes for all four shock absorbers are set to medium damping coefficient positions (M);

wherein, when the rolling direction is right and the absolute value of the high pass filtered signal (h_p) is less than the predetermined threshold value (k), the controlling means executes the following control;

the damping coefficients at both contraction and extension strokes for all four shock absorbers are set to the hard damping coefficient positions (H);

wherein, when the rolling direction is left and the absolute value of the high pass filtered signal (h_p) is above the predetermined threshold value k, the controlling means executes the following control;

the damping coefficients at both extension and contraction strokes for all four shock absorbers are set to the medium damping coefficient positions (M); and

wherein, when the rolling direction is left and the absolute value of the high pass filtered signal (h_p) is less than the predetermined threshold value (k), the controlling means executes the following control;

the damping coefficients at both contraction and extension strokes for all four shock absorbers are set to the hard damping coefficient positions (H).

6. A suspension control system for an automotive vehicle as set forth in claim 1, wherein, when the high pass filtered vertical sprung mass acceleration signal value is below the predetermined threshold value, the controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at one of the strokes which has the same direction as the sprung mass vertical speed is set to a relatively high damping coefficient position and wherein, when the high pass filtered vertical sprung mass acceleration signal value is above the predetermined threshold value, the controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at one of the strokes which has the same direction as the sprung mass vertical speed is set to a predetermined relatively low damping coefficient until the direction of the sprung mass vertical speed is reversed.

7. A suspension control system for an automotive vehicle as set forth in claim 6, wherein said sprung mass vertical speed detecting means detects a magnitude and direction of the vertical sprung mass vertical speed according to the vertical sprung mass acceleration signal derived from the vertical sprung mass acceleration sensor.

8. A suspension control system for an automotive vehicle as set forth in claim 7, which further includes;

a vehicle speed detecting means for detecting the vehicle speed and outputting a vehicle speed signal indicative thereof and wherein the threshold value setting means varies and sets the predetermined threshold value according to the vehicle speed.

9. A suspension control system for an automotive vehicle as set forth in claim 8, wherein said controlling means includes:

first means for determining whether an absolute value G1 of the high pass filtered vertical sprung mass acceleration value is below the predetermined threshold value; and

second means for determining whether a sign of the sprung mass vertical speed V0 indicates a plus + when the first means determined that the absolute value of G1 is below the predetermined threshold value and wherein said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at the extension stroke is controlled to provide the relatively high damping coefficient P_T when the sign of the sprung mass vertical speed V0 indicates plus; and

wherein said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at the contraction stroke is controlled to provide the relatively high damping coefficient P_C when the sign of the sprung mass vertical speed V0 indicates minus.

10. A suspension control system for an automotive vehicle as set forth in claim 9, wherein the damping coefficient at the other of the strokes at which the control to the relatively high damping coefficient is not carried out is set to a predetermined low damping coefficient.

11. A suspension control system for an automotive vehicle as set forth in claim 10, wherein said controlling means calculates the relatively high damping coefficients P_T and P_C according to the following sequence:

setting a proportion region (b˜

--b) for the sprung mass vertical speed V0;

equally dividing the proportion region (b˜

--b) by a number of stages the damping coefficient is variably set with the proportion region being the maximum when the sprung mass vertical speed falls in the proportion region so that either of the damping coefficients P_T and P_C is stepwisely changed in proportion to the sprung mass vertical speed V0; and

, on the other hand, when the sprung mass vertical speed falls out of the proportion region (b˜

--b), the damping coefficient is fixed to a maximum damping coefficient of the shock absorber, and when the direction of sprung mass vertical speed V0 is falling from a point of inflection into the proportion region, either of the damping coefficients P_T and P_C is stepwisely reduced in proportion to the sprung mass vertical speed with the magnitude of the sprung mass vertical speed at the point of inflection equally divided by the number of stages the damping coefficient is variably set.

12. A suspension control system for an automotive vehicle as set forth in claim 11, wherein the proportion region is stepwisely varied in reverse proportion to the vehicle speed V₁.

13. A suspension control system for an automotive vehicle as set forth in claim 10, wherein the damping coefficients at both extension and contraction strokes are changed at three stages of the relatively high damping coefficient position at the extension stroke and relatively low damping coefficient position at the contraction stroke;

the relatively low damping coefficient positions at both extension and contraction strokes; and

the relatively low damping position at the extension stroke and the relatively high damping coefficient position at the contraction stroke.

14. A suspension control system for an automotive vehicle as set forth in claim 1, wherein said high pass filtering means includes a high pass filter which passes only a high frequency component of the vertical sprung mass acceleration signal derived from the vertical sprung mass acceleration detecting means from which low frequency components including a sprung mass resonant frequency component are cut off so as to provide the vertical sprung mass acceleration signal value therethrough.

15. A suspension control system for an automotive vehicle as set forth in claim 14, wherein said determining means determines whether the high pass filtered vertical sprung mass acceleration signal value G1 is below the predetermined threshold value ±

g and said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at one of the strokes whose direction is the same as that of the sprung mass vertical speed is controlled to provide a higher damping coefficient position in proportion to the magnitude of the sprung mass vertical speed.

16. A suspension control system for an automotive vehicle as set forth in claim 15, which further includes another determining means for determining whether the magnitude of the sprung mass vertical speed V0 is below another predetermined threshold value V_n and wherein, when the high pass filtered vertical sprung mass acceleration signal value G1 is above the predetermined threshold value g, said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at one of the strokes whose direction is the same as that of the sprung mass vertical speed is controlled to provide a predetermined low damping coefficient position +X_n position until the direction of the sprung mass vertical speed is reversed when said another determining means determines that the magnitude of the sprung mass vertical speed is above the another predetermined threshold value and said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at one of the strokes whose direction is the same as that of the sprung mass vertical speed is controlled to provide a damping coefficient position in proportion to the magnitude of the sprung mass vertical speed with the predetermined low damping coefficient as the maximum when the magnitude of the sprung mass vertical speed is below the another predetermined threshold value.

17. A suspension control system for an automotive vehicle as set forth in claim 16, wherein said controlling means outputs the control signal to said damping coefficient varying means so that the damping coefficient at the extension stroke whose direction is the same as that of the sprung mass vertical speed is controlled to provide the higher damping coefficient position X as follows when the high pass filtered vertical sprung mass acceleration signal value is above the predetermined value g and the direction of the sprung mass vertical speed is positively larger than the other predetermined threshold value until the direction of the sprung mass vertical speed becomes minus:

space="preserve" listing-type="equation">X=(V0/V.sub.n)×

(+X.sub.n).

18. A suspension control system for an automotive vehicle as set forth in claim 17, wherein said controlling means outputs the control signal to said damping coefficient varying means so that the damping coefficient at one of the strokes whose direction is the same as that of the sprung mass vertical speed is controlled to provide the damping coefficient position X as expressed below until the direction of the sprung mass vertical speed becomes negative when the high pass filtered vertical sprung mass acceleration signal G, is above the predetermined threshold value g, the direction of the sprung mass vertical speed V0 is minus, and the magnitude of the sprung mass vertical speed V0 is minus, and the magnitude of the other threshold value V_n :

space="preserve" listing-type="equation">X=(V0/V.sub.n)×

(-X.sub.n)

and, in addition, said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient thereat is controlled to provide the damping coefficient position -X_n when the magnitude of the sprung mass vertical speed V0 the magnitude of the other threshold value V_n.

19. A suspension control system for an automotive vehicle as set forth in claim 1, which further includes a timer which counts a predetermined period of time when the high pass filtered vertical sprung mass acceleration signal G exceeds the predetermined threshold value Gs and wherein, when the vertical sprung mass acceleration is above the predetermined threshold value, said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at one of the strokes whose direction is the same as that of the sprung mass vertical speed is controlled to provide a predetermined low damping coefficient position (+P_LMT A) when the direction of the sprung mass vertical speed is upward with respect to the vehicle body and said controlling means outputs the control signal to the damping coefficient varying means so that the damping coefficient at the other stroke whose direction is opposite to that of the sprung mass vertical speed is controlled to another predetermined low damping coefficient position (-P_LMT A) when the direction of the sprung mass vertical speed is downward, both controls being executed by the controlling means until the predetermined period of time counted by the timer has passed.

20. A suspension control system for an automotive vehicle as set forth in claim 19, wherein, after the predetermined period of time has passed, the controlling means sets a target damping coefficient position Po according to the sprung mass vertical speed as follows:

space="preserve" listing-type="equation">Po=C.XI,

wherein C denotes the present damping position and XI denotes the sprung mass vertical speed.

21. A suspension control system for an automotive vehicle as set forth in claim 20, which further includes another determining means for determining whether the sprung mass vertical speed is below another predetermined threshold value (d) and wherein the control of the controlling means according to the sprung mass vertical speed toward the target damping coefficient position is executed until the sprung mass vertical speed V0 is below another predetermined threshold value (d).

22. A suspension control system for an automotive vehicle as set forth in claim 21, which Further includes another determining means for determining whether the target damping position P₀ is higher than a limit damping position ±

P_LMT B, after the predetermined period of time has passed, and wherein the target damping position is set to the limit damping position ±

P_LMT B when |P₀ |>

±

P_LMT B.

23. A suspension control system for an automotive vehicle as set forth in claim 1, wherein said damping coefficient varying means includes an adjuster which operatively adjusts a flow passage area of a communication hole which communicates a fluid between an upper fluid chamber and lower fluid chamber, both chambers being defined by the piston member, according to the control signal and a pulse motor which rotates and adjusts the position of the adjuster according to the control signal derived from said controlling means.

24. A method for controlling damping force characteristics of at least one stroke side of a vehicular shock absorber, said shock absorber being interposed between a sprung mass and an unsprung mass, having a vertically movable piston member and an adjuster which is so constructed and arranged as to vary its position to vary a damping force coefficient at either side of the strokes of the piston member in response to a control signal so that the damping coefficient of either of extension and contraction stroke sides of the piston member is set to a desired damping coefficient position, said method comprising the steps of:

a) detecting a vertical acceleration of the sprung mass and outputting a sprung mass acceleration indicative signal;

b) determining a vertical sprung mass velocity on the basis of the sprung mass acceleration indicative signal and outputting a vertical sprung mass velocity indicative signal;

c) eliminating a lower frequency component, including a sprung mass resonance frequency, from the sprung mass acceleration indicative signal detected in step a), said lower frequency component having a lower frequency than a predetermined cut-off frequency of a high pass filter, and passing only a higher frequency component, including an unsprung mass resonance frequency, from the sprung mass acceleration indicative signal detected in step a), said higher frequency component having a higher frequency than the predetermined cut-off frequency of the high pass filter;

d) setting a predetermined threshold value for the sprung mass acceleration indicative signal passed through said high pass filter;

e) determining whether an amplitude of said sprung mass acceleration indicative signal passed through said high pass filter is below the predetermined threshold value; and

f) outputting the control signal to the adjuster via a pulse motor connected to the adjuster in accordance with a result of the determination in step e) and in accordance with a direction of the vertical sprung mass velocity detected in step b) so as to control the damping coefficient to the desired damping coefficient position.

25. A method for controlling damping force characteristics as set forth in claim 24, wherein in step f) the control signal is output to the adjuster via the pulse motor so as to control either of the stroke sides of the piston member whose stroke direction is the same as the vertical sprung mass velocity signal determined in step b) to provide a predetermined relatively high damping force coefficient when the amplitude of the sprung mass acceleration indicative signal passed though the high pass filter is determined in step e) to be below the predetermined threshold value, and wherein when the amplitude of the sprung mass acceleration indicative signal passed through the high pass filter is determined in step e) to be equal to or above the predetermined threshold value, the control signal is output in step f) to the adjuster via the pulse motor so as to control either of the stroke sides of the piston member whose stroke direction is the same as the vertical sprung mass velocity signal determined in step b) to provide a predetermined relatively low damping coefficient until the direction of the vertical sprung mass velocity indicative signal determined in step b) is reversed.

26. A method for controlling damping force characteristics as set forth in claim 25, wherein said predetermined relatively high damping force coefficient is in proportion to a magnitude of the vertical sprung mass velocity signal determined in step b), wherein said predetermined relatively low damping coefficient is fixed as a lowest damping force coefficient until the direction of the vertical sprung mass velocity indicative signal determined in step b) is reversed and while the magnitude of the vertical sprung mass velocity indicative signal is equal to or above another predetermined threshold value, and wherein, until the direction of the vertical sprung mass velocity indicative signal determined in step b) is reversed and while the magnitude of the vertical sprung mass velocity indicative signal is below the another predetermined threshold value, the damping coefficient of the corresponding stroke side of the piston member which is the same direction as the sprung mass acceleration indicative signal passed through the high pass filter is in proportion to the magnitude of the vertical sprung mass velocity indicative signal with said predetermined low damping coefficient as a maximum value.

27. A method for controlling damping force characteristics as set forth in claim 24, wherein, when the amplitude of the high pass filtered sprung mass acceleration indicative signal is determined in step e) to be in excess of the predetermined threshold value, the damping force coefficient at the controlled stroke side is held at a lower damping force coefficient than a predetermined relatively low damping force coefficient for a predetermined period of time, and, after said predetermined period of time has passed, the damping force coefficient control is resumed on the basis of the vertical sprung mass velocity indicative signal, and wherein, after the resumption of the damping force coefficient control, the damping force coefficient at the controlled stroke side is limited to the lower damping force coefficient position than the predetermined relatively low damping force coefficient until the magnitude of the vertical sprung mass velocity indicative signal determined in step b) is equal to or below another predetermined threshold value for the vertical sprung mass velocity indicative signal.

28. A method for controlling damping force characteristics as set forth in claim 24, wherein said shock absorber comprises a plurality of shock absorbers interposed between a vehicle body and a corresponding vehicular tire wheel, the method further comprising the steps of:

g) detecting a rolling state of the vehicle body;

h) carrying out a rolling motion suppression control when the rolling state is detected in step g) by outputting the control signals to respective adjusters of the shock absorbers via corresponding pulse motors so that the damping force coefficient at the controlled stroke side is at a relatively high damping coefficient.

29. A method for controlling damping force characteristics as set forth in claim 28, wherein when any one of the sprung mass acceleration signals passed through the high pass filter has exceeded the corresponding predetermined threshold value during the execution of the rolling motion suppression control in step h), a correction control is executed such that the relatively high damping force coefficient of the control side of the corresponding one of the shock absorbers is corrected and reduced to a predetermined damping force coefficient lower than the relatively high damping force coefficient while the rolling motion in the direction toward the corresponding one of the shock absorbers is being carried out.