Method and apparatus for controlling an active suspension system

• US 6,259,982 B1
• Filed: 02/02/1993
• Issued: 07/10/2001
• Est. Priority Date: 02/02/1993
• Status: Expired due to Term

• Current Assignee: TRW Inc. (Northrop Grumman Corporation)
• Original Assignee: TRW Inc. (Northrop Grumman Corporation)
• Inventors: Williams, Daniel E., Ghaphery, Abraham H.
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): PHAN, THAI Q
• Application Number:
  US08/013,813
• Time in Patent Office: 3,080 Days
• Field of Search: 364/424.05, 364/508, 364/424.01, 364/426.02, 280/707, 280/714, 280/708, 280/711, 188/282, 701/37, 701/38, 701/82, 701/48, 701/90, 701/69, 703/8
• US Class Current: 701/38
• CPC Class Codes: B60G 17/0152 characterised by the action on a particular type of suspension unit B60G17/01941 takes precedence
• 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 2400/252 vertical
• CPC Class Codes: B60G 2400/61 Load distribution
• CPC Class Codes: B60G 2400/63 Location of the center of gravity
• CPC Class Codes: B60G 2600/124 Error signal
• CPC Class Codes: B60G 2600/16 Integrating means, i.e. integral control
• CPC Class Codes: B60G 2600/182 Active control means

Abstract

An apparatus for controlling a vehicle active suspension system having a plurality of actuatable hydraulic motors, each corner having a motor connecting the sprung mass with its associated unsprung mass. Each motor has an associated spool valve for connecting either of two expandable fluid chambers of said motor to a pump or reservoir. Each corner has an associated force sensor for sensing the force value between its associated unsprung mass and the sprung mass. An analog, closed force loop control circuit provides a valve control signal having a value functionally related to the difference between a sensed force value and a desired force value for a selected corner. The closed loop control circuit includes a variable gain amplifier for controlling the value of the valve control signal as a function of the frequency of variations in the difference between the sensed force value and the desired force value on the selected corner. The amplifier gain is controlled as a function of hub velocity so as to undamp a selected corner and as a function of chassis velocity so as to damp the chassis. A digital processing circuit determines a displacement error value for selected corner. The displacement error value is summed with the valve drive signal. An actuator bump stop arrangement is also provided.

Claims

1. An apparatus for controlling a vehicle suspension having a sprung mass and an unsprung mass, said apparatus comprising:

a plurality of actuators, each corner of the vehicle having an associated actuator operatively connecting the sprung mass with its associated unsprung mass;

means for sensing at least one operating characteristic of a selected corner;

means for providing a desired actuator drive signal in response to said at least one sensed operating characteristic for achieving a desired operating characteristic for the selected corner;

means for determining the difference between said at least one sensed operating characteristic and the desired operating characteristic for the selected corner;

control means responsive to said determined difference for providing an actuator control signal having a value functionally related to said difference, said control means having a variable gain amplifier means for outputting said actuator control signal, wherein the gain of said variable gain amplifier means is controlled in response to a frequency of variations of said determined difference; and

actuator control means for driving said actuator in response to said actuator control signal.

2. The apparatus of claim 1 wherein said means for sensing the at least one operating characteristic of the selected corner includes a plurality of force sensing means, each corner having an associated force sensing means, said desired operating characteristic being desired force.

3. The apparatus of claim 2 wherein said means for sensing the at least one operating characteristic further includes at least one center of gravity sensor for sensing at least one of yaw, pitch, roll, heave, or warp of the vehicle.

4. The apparatus of claim 1 wherein said sensing means includes a plurality of load sensors, each corner having an associated load sensor operatively connected between said sprung mass and its associated unsprung mass for providing a signal having a value indicative of the force on that corner and wherein said desired operating characteristic is force, and wherein said determining means determines the difference between the desired force and the sensed force, the difference providing an error signal, said variable gain amplifier amplifying the error signal.

5. The apparatus of claim 4 further including a hub accelerometer, means for determining hub velocity from said hub accelerometer, means for summing the determined hub velocity with the amplified error signal, said summation of the determined hub velocity with the amplified error signal undamping the unsprung mass of said selected corner from the sprung mass.

6. The apparatus of claim 5 wherein said apparatus further includes a plurality of displacement sensors, each actuator having an associated displacement sensor for sensing the actuator displacement which is functionally related to the distance between the sprung mass and its associated unsprung mass for the selected corner, means for calculating the displacement of the actuator based upon said force error signal and providing a displacement error signal having a value equal to the difference between the calculated displacement and the measured displacement and wherein said apparatus further includes means for summing the displacement error signal with the actuator control signal.

7. The apparatus of claim 6 further including means for sensing when an actuator is near an end of stroke position, means for decreasing the gain of said variable gain amplifier when the actuator is sensed to be within a predetermined distance of said end of stroke position.

8. The apparatus of claim 4 further including a chassis accelerometer, means for determining chassis velocity from said chassis accelerometer, means for subtracting the determined chassis velocity with the amplified error signal, said subtraction of the determined chassis velocity with the amplified error signal damping the sprung mass.

9. The apparatus of claim 1 wherein each of said actuators is a hydraulic motor and wherein said actuator control means includes controllable spool valves, each actuator having an associated controllable spool valve, each controllable spool valve being operatively connected between a pump and reservoir and its associated actuator.

10. An apparatus for controlling a vehicle active suspension system having a plurality of actuatable hydraulic motors operatively connected to the sprung mass, one motor associated with each vehicle corner and having an associated unsprung mass, a fluid pump, and a plurality of spool valves, each motor having an associated spool valve for connecting either of two expandable fluid chambers of said motor to the pump to move its associated unsprung mass relative to the sprung mass, said apparatus comprising:

a plurality of force sensing means, each corner having an associated force sensing means for sensing the force value between its associated unsprung mass and the sprung mass;

closed loop control means for determining a desired force value for a selected corner and providing a valve control signal having a value functionally related to the difference between the sensed force value on said selected corner and the desired force value on said selected corner, said closed loop control means including a variable gain amplifier for controlling the value of said valve control signal as a function of the frequency of variations in said difference between the sensed force and the desired force value on said selected corner.

11. The apparatus of claim 10 wherein said variable gain amplifier provides has a first gain value when said difference frequency is less than a first predetermined value, said gain value of said variable gain amplifier linearly decreasing in value as said difference frequency increases from a value equal to or greater than said first predetermined value and remaining substantially constant when said difference frequency is greater than a second predetermined value.

12. The apparatus of claim 10 further including a plurality of hub accelerometers, each corner having an associated hub accelerometer for sensing the acceleration of its associated unsprung mass, means for determining the velocity of the unsprung mass for selected corner from its associated hub accelerometer, means for adding determined hub velocity to the valve control signal for said selected corner for undamping the unsprung mass of said selected corner.

13. The apparatus of claim 10 further including a chassis accelerometer for sensing the acceleration of the sprung mass, means for determining the velocity of the sprung mass from the chassis accelerometer, means for subtracting determined chassis velocity to the valve control signal for a selected corner for damping the sprung mass.

14. The apparatus of claim 10 further including a plurality of displacement sensing means for sensing displacement between the sprung mass and an unsprung mass, each corner having an associated displacement sensing means, means for determining when the hydraulic motor of said selected corner is within a predetermined distance of its end of stroke position, means for decreasing said valve control signal when said means for determining when the hydraulic motor of said selected corner is within said predetermined distance of its end of stroke position.

15. The apparatus of claim 10 further including a plurality of displacement sensing means for sensing displacement between the sprung mass and an unsprung mass, each corner having an associated displacement sensing means, means for determining the distance between the sprung mass and the unsprung mass of said selected corner in response to the value of the valve control signal, means for determining the difference between the determined distance between the sprung and unsprung mass of the selected corner and the sensed displacement between the sprung and unsprung mass of the selected corner, and means for adding the determined displacement difference between the determined distance between the sprung and unsprung mass and the sensed displacement of the selected corner to the valve control signal.

16. The apparatus of claim 15 further including means for determining when the hydraulic motor of said selected corner is within a predetermined distance of its end of stroke position, means for decreasing said valve control signal when said means for determining when the hydraulic motor of said selected corner is within said predetermined distance of its end of stroke position.

17. The apparatus of claim 15 further including a plurality of hub accelerometers, each corner having an associated hub accelerometer for sensing the acceleration of its associated unsprung mass, means for determining the velocity of the unsprung mass for selected corner from its associated hub accelerometer, means for adding determined hub velocity to the valve control signal for said selected corner for undamping the unsprung mass of said selected corner.

18. The apparatus of claim 15 further including a chassis accelerometer for sensing the acceleration of the sprung mass, means for determining the chassis velocity, means for subtracting determined chassis velocity to the valve control signal for a selected corner for damping the sprung mass.

19. A method for controlling a vehicle suspension having a sprung mass and an unsprung mass, said method comprising the steps of:

providing a plurality of actuators, each corner of the vehicle having an associated actuator operatively connecting the sprung mass with its associated unsprung mass;

sensing at least one operating characteristic of a selected corner;

providing a desired actuator drive signal in response to the at least one sensed operating characteristic for achieving a desired operating characteristic for the selected corner;

determining the difference between the at least one sensed operating characteristic and the desired operating characteristic for the selected corner;

providing an actuat or control signal having a value functionally related to said difference between the sensed operating characteristic and the desired operating characteristic multiplied times a variable gain factor, wherein the variable gain factor is selected in response to a frequency of variations of said determined difference; and

driving said actuator in response to said actuator control signal.

20. The method of claim 19 wherein said step of sensing at least one operating characteristic of the selected corner includes measuring force between the sprung mass and the unsprung mass at each corner and wherein said desired operating characteristic is desired force.

21. The method of claim 20 wherein said step of sensing at least one operating characteristic further includes sensing at least one center of gravity sensor for sensing at least one of yaw, pitch, roll, heave, or warp of the vehicle.

22. The method of claim 19 further including the steps of providing a plurality of load sensors, each corner having an associated load sensor operatively connected between said sprung mass and its associated unsprung mass for providing a signal having a value indicative of the force on that corner and wherein said desired operating characteristic is force, determining the difference between the desired force and the sensed force, the difference providing an error signal, and wherein said step of multiplying includes multiplying the error signal times the variable gain factor.

23. The method of claim 22 further including the steps of providing a hub accelerometer, determining hub velocity from said hub accelerometer, summing the determined hub velocity with the amplified force error signal, said summation of the determined hub velocity with the amplified force error signal undamping the unsprung mass of said selected corner from the sprung mass.

24. The method of claim 23 further including the steps of providing a plurality of displacement sensors, each actuator having an associated displacement sensor for sensing the distance between the sprung mass and its associated unsprung mass for the selected corner, calculating the displacement of the actuator based upon the force error signal for the selected corner and providing a displacement error signal having a value equal to the difference between the calculated displacement and the measured displacement for the selected corner, and summing the displacement error signal with the actuator control signal.

25. The method of claim 24 further including the steps of sensing when an actuator is near its end of stroke position and decreasing the variable gain factor for a selected actuator when the selected actuator is within a predetermined distance of its end of stroke position.

26. The method of claim 22 further including the steps of providing a chassis accelerometer, determining chassis velocity from said chassis accelerometer, subtracting the determined chassis velocity with the amplified force error signal, said subtraction of the determined chassis velocity with the amplified force error signal damping the sprung mass.