Apparatus and method for controlling damping force characteristic of vehicular shock absorber

• US 5,839,082 A
• Filed: 12/26/1996
• Issued: 11/17/1998
• Est. Priority Date: 12/26/1995
• Status: Expired due to Fees

• Current Assignee: Unisia Jecs Corporation (Hitachi, Ltd.)
• Original Assignee: Unisia Jecs Corporation (Hitachi, Ltd.)
• Inventors: Iwasaki, Katsuya
• Primary Examiner(s): Chin, Gary
• Application Number:
  US08/774,017
• Time in Patent Office: 691 Days
• Field of Search: 701/37, 701/38, 701/39, 701/71, 701/72, 280/707, 280/840
• US Class Current: 701/38
• CPC Class Codes: B60G 17/015 the regulating means comprising electric or electronic elements B60G17/002, B60G17/005 take precedence
• CPC Class Codes: B60G 2400/102 vertical
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/208 of wheel rotation
• CPC Class Codes: B60G 2400/34 Accelerator pedal position
• CPC Class Codes: B60G 2500/10 Damping action or damper

Abstract

In apparatus and method for controlling a damping force characteristic of each vehicular shock absorber, when such a vehicular acceleration or deceleration as to determine an occurrence in an inclination of a vehicle body with respect to a road surface on which the vehicle runs occurs, bouncing components from among components constituting each of control signals to control the damping force characteristic of each shock absorber are nullified to prevent signal drifts from being generated due to the influence of the vehicle body inclination and due to the vehicular acceleration or deceleration.

Claims

1. An apparatus for a vehicle, comprising:

a) a plurality of shock absorbers, each shock absorber being interposed between a vehicle body as a sprung mass and a corresponding one of front left and front right road wheels and rear left and rear right road wheels as an unsprung mass and being arranged so as to enable a variable modification of its damping force characteristic;

b) sprung mass vertical acceleration sensors, each arranged on the vehicle body adjacent to the corresponding one of the front left, front right, rear left and rear right road wheels so as to detect a vertical acceleration of the sprung mass at the vehicle body corresponding to one of the shock absorber.;

c) a control unit arranged for extracting vehicular bouncing components, a vehicular pitching component, and a vehicular rolling component from sprung mass acceleration signals derived by said sprung mass vertical acceleration sensors, for developing a control signal to be supplied to each shock absorber on the basis of at least the bouncing components, the pitching component, and the rolling component extracted from said sprung mass vertical acceleration signals, for variably adjusting said damping force characteristic of the corresponding one of the shock absorbers so as to provide a target damping force characteristic on the basis of a corresponding one of the developed control signals; and

d) a vehicular running state detector arranged for detecting a variation rate of a vehicular running velocity, and

wherein said control unit determines whether the vehicle body is inclined with respect to a running road surface on which the vehicle runs according to the variation rate of the vehicular running velocity and nullifies the bouncing components from among the components on the basis of which the control signals are developed when determining that the vehicle body is inclined.

2. An apparatus for a vehicle as claimed in claim 1, wherein at the same time when said control unit nullifies the bouncing components from among the components on the basis of which the control signals are developed when determining that the vehicle body is inclined, a ratio of the vehicular pitching component from among the components constituting each of the control signals is increased.

3. An apparatus for a vehicle as claimed in claim 1, wherein the vehicular running state detector comprises an ABS sensor arranged for detecting an operation of an anti-skid braking control system to enter a deceleration state of the vehicle.

4. An apparatus for a vehicle as claimed in claim 1, wherein said vehicular running state detector comprises a brake switch arranged on a vehicular braking system for detecting an operation state of an anti-skid braking control system mounted in the vehicle.

5. An apparatus for a vehicle as claimed in claim 1, wherein said vehicular running state detector comprises a vehicle speed sensor arranged for detecting a running speed of the vehicle and wherein said control unit determines whether either a vehicular acceleration or deceleration occurs or not according to the variation rate of a running speed signal derived from said vehicle speed sensor.

6. An apparatus for a vehicle as claimed in claim 1, wherein said vehicular running state detector comprises a road wheel rotation speed sensor arranged for detecting a rotation speed of one of the road wheels and wherein said control unit determines whether either a vehicular acceleration or deceleration occurs or not according to the variation rate of a running speed signal derived from said road wheel rotation speed sensor.

7. An apparatus for a vehicle as claimed in claim 1, wherein said vehicular running state detector comprises an acceleration depression angle detector arranged for detecting a depression angle of an accelerator pedal of the vehicle so as to determine whether a vehicular acceleration state occurs.

8. An apparatus for a vehicle as claimed in claim 2, wherein said control unit calculates a first acceleration-concerned bouncing component (G_B-F) on a front center position of the vehicle body between the front left and front right road wheels as follows:

G_B-F =(G_FL +G_FR) /2, wherein G_FL denotes the vertical sprung mass acceleration signal derived from the corresponding one of the sprung mass vertical acceleration sensors located at the part of the vehicle body corresponding to the front left road wheel and G_FR denotes the sprung mass vertical acceleration signal derived from the corresponding one of the sprung mass vertical acceleration sensors located at the part of the vehicle body corresponding to the front right road wheel, calculates a second acceleration-concerned bouncing component (G_B-R) on a rear center position of the vehicle body between the rear left and rear right road wheels as follows;

G_B-R =(G_RL +G_RR)/2, wherein G_RL denotes the vertical sprung mass acceleration signal derived from the corresponding one of the sprung mass vertical acceleration sensors located at the part of the vehicle body corresponding to the rear left road wheel and G_RR denotes the sprung mass vertical acceleration signal derived from the corresponding one of the sprung mass vertical acceleration sensors located at the part of the vehicle body corresponding to the rear right road wheel, calculates the vehicular pitching component as follows;

G_P =((G_FL +G_FR)-(G_RL +G_RR) )/4, and calculates the vehicular rolling component as follows;

Gr=((G_FR +G_RR)-(G_FR +G_RR))/4.

9. An apparatus for a vehicle as claimed in claim 8, wherein said control unit converts the first and second acceleration-concerned bouncing components, the vehicular pitching component and the vehicular rolling component into velocity-concerned components V_B-f and V_B-R using the following phase delay compensation transfer function:

G(s)=(0.001s+1)/(10s+1)·

γ

, wherein s denotes a complex variable and γ

denotes a gain to match a gain characteristic to a signal derived by integrating each component (1/s).

10. An apparatus for a vehicle as claimed in claim 9, wherein said control unit derives the control signals V (V_FR, V_FL, V_RR, and V_RL) for the respective shock absorbers as follows:

Front right road wheel (FR);

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

.sub.f ·

V.sub.bf +β

·

V.sub.P +r·

V.sub.R

Front left road wheel (FL);

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

.sub.f ·

V.sub.bf +β

·

V.sub.P -r·

V.sub.R

Rear right road wheel (RR);

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

.sub.r ·

V.sub.br -β

·

V.sub.P +r·

V.sub.R,

Rear left road wheel (RL);

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

.sub.r ·

V.sub.br -β

·

V.sub.P -r·

V.sub.R,

wherein α

_f and α

_r denote bouncing gains set for the front and rear road wheel bouncing components (V_bf and V_br), β

denotes a pitching gain set for the pitching component (V_p), and r denotes a rolling gain set for the rolling component (V_R).

11. An apparatus for a vehicle as claimed in claim 10, wherein when said control unit determines that a vehicular deceleration as to incline the vehicle occurs, said control unit nullifies the front and rear road wheel side bouncing gains α

_f and α

_r and, at the same time, increases the pitching gain ;

by a value larger than a normally used value.

12. An apparatus for a vehicle as claimed in claim 11, wherein said velocity-concerned bouncing components V_B-F and V_B-R the pitching component V_P, and the rolling component V_R are passed through respective band pass filters, two of the band pass filters having a second-order high pass filter (HPF) with a cut-off frequency of 0.7 Hz and a second-order low pass filter (LPF) with a cut-off frequency of 0.8 Hz respectively and the other two band pass filters having another high pass filter with a cut-off frequency of 0.5 Hz and having another low pass filter with a cut-off frequency of 0.5 Hz respectively.

13. An apparatus for a vehicle as claimed in claim 11, wherein each of said shock absorbers has three modes of soft region (SS) in which both extension and compression stroke phases are set to soft damping force characteristics;

extension stroke phase hard region (HS) to which the extension stroke phase is set to a hard damping force characteristic with the compression stroke phase being fixed to the soft damping force characteristic;

compression stroke phase hard region (SH) in which the compression stroke phase is set to the hard damping force characteristic with the compression stroke phase being fixed to the soft damping force characteristic and wherein said control unit controls the damping force characteristic of each of said shock absorbers (SA) so as to provide the soft region (SS) when a direction discriminating sign of the corresponding one of the control signals (V_FR, V_FL, V_RR, and V_RL) indicates a value placed in the vicinity to zero, so as to provide the extension stroke phase region (HS) when the direction discriminating sign of the corresponding one of the control signals (V_FR, V_FL, V_RR, V_RL) indicates positive, and said control unit controls the damping force characteristic of each of the shock absorbers (SA) so as to provide the compression stroke phase hard region (SH) when the direction discriminating sign of the corresponding one of the control signals (V_FR, V_FL, V_RR, and V_RL) indicates negative.

14. A method for controlling a damping force characteristic for each vehicular shock absorber, each vehicular shock absorber being interposed between a vehicle body as a sprung mass and a corresponding one of front left and front right road wheels as an unsprung mass and being arranged so as to enable the damping force characteristic to be modified, comprising the steps of:

a) detecting a sprung mass vertical acceleration on a part of the vehicle body adjacent to the corresponding one of the front left and front right road wheels;

b) determining vehicular bouncing components, a vehicular pitching component, a vehicular rolling component, and a vehicular rolling component according to the detected sprung mass vertical accelerations at the step a);

c) developing control signals for the respective shock absorbers, each of said control signals being developed on the basis of said bouncing components, said pitching component, and said rolling component determined at the step b);

d) controlling the damping force characteristic for the corresponding one of the shock absorbers on the basis of the corresponding one of said developed control signals;

e) detecting whether the vehicle body is inclined with respect to a running road surface on which the vehicle is running;

f) nullifying the bouncing components from hi among the components constituting the respective control signals when detecting that the vehicle body is inclined with respect to the running road surface.