Suspension device having electric actuator and spring in parallel

• US 6,708,094 B2
• Filed: 10/11/2001
• Issued: 03/16/2004
• Est. Priority Date: 10/11/2000
• Status: Expired due to Fees

• Current Assignee: Conception ET Developpement Michelin S.A.
• Original Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Inventors: Magne, Pierre Alain, Charaudeau, Jean-Jacques
• Primary Examiner(s): Beaulieu, Yonel
• Application Number:
  US09/975,635
• Publication Number:
  US 20020084599A1
• Time in Patent Office: 887 Days
• Field of Search: 701/37, 701/38, 701/48, 280/5.5, 280/5.585, 280/5.512, 280/5.515
• US Class Current: 701/37
• CPC Class Codes: B60G 17/0157 non-fluid unit, e.g. electric motor
• CPC Class Codes: B60G 17/021 the mechanical spring being a coil spring B60G17/0272 takes precedence
• CPC Class Codes: B60G 2202/12 Wound spring
• CPC Class Codes: B60G 2202/422 Linear motor
• CPC Class Codes: B60G 2400/252 vertical
• CPC Class Codes: B60G 2500/10 Damping action or damper
• CPC Class Codes: B60G 2500/30 Height or ground clearance
• CPC Class Codes: B60G 2600/182 Active control means

Abstract

A vehicle suspension device for controlling the vertical deflection between a suspended mass and a non-suspended mass, including an elastic link mounted between the suspended mass and the non-suspended mass, the said elastic link embodying a spring, a reversible electric actuator acting in parallel with the spring for controlling the relative-deflection movements between suspended mass and non-suspended mass, Z_cr being the distance between the suspended mass and the non-suspended mass, and means for controlling the electric actuator, from an observed variation of the distance Z_cr between the suspended mass and the non-suspended mass due to a deflection of the elastic link, in order that the electric actuator develops a force F having a mass compensation component F₁=C_a·M_r·A_cr oriented like the acceleration A_cr of the deflection of the non-suspended mass with respect to the suspended mass, with M_r being the non-suspended mass and C_a a coefficient, and having a damping component F₂=−C_v·V_cr opposing the speed V_cr of the said deflection, C_v being a coefficient.

Claims

1. A vehicle suspension device for controlling the vertical deflection between a suspended mass and a non-suspended mass, comprising an elastic link mounted between the suspended mass and the non-suspended mass, the said elastic link including a spring and comprising a reversible electric actuator acting in parallel with the spring for controlling the relative-deflection movements between suspended mass and non-suspended mass, Z_cr being the distance between a point on the suspended mass and a point on the non-suspended mass, the said device comprising means for controlling the electric actuator so that, from an observed variation of the distance Z_cr, due to a deflection of the elastic link, the electric actuator develops a force F having a mass compensation component F₁=C_a·

M_r·

A_cr oriented in the direction of the acceleration A_cr of the deflection of the non-suspended mass with respect to the suspended mass, with Mr being the non-suspended mass and C_a a coefficient, and having a damping component F₂=−

C_v·

V_cr opposing the speed V_cr of the said deflection, C_v being a coefficient.

2. A device according to claim 1, in which the electric actuator is controlled by the said control means so that it develops a force F additionally having a spring-accompanying component F₃=C_p·

K_·

Z_cr, oriented opposite to the variation of the force developed by the spring and due to the variation of the distance Z_cr caused by the said deflection, K being the stiffness of the spring and C_p, a coefficient.

3. A device according to claim 1, in which the value of the coefficients is adapted in real time in accordance with parameters indicating vehicle driving conditions.

4. A device according to claim 2 in which the value of the coefficients is adapted in real time in accordance with parameters indicating vehicle driving conditions.

5. Suspension device according to claim 1, in which the device calculates an equilibrium position Z_o for the distance between the suspended mass and the non-suspended mass, in which the force of the spring exactly compensates the suspended mass by averaging the instantaneous absolute value Z_im of the relative position of the non-suspended mass with respect to the suspended mass, and recalculates Z_cr=Z_im−

Z_o.

6. A device according to claim 1, in which the electric actuator comprises a Permanent Magnet Synchronous Motor and in which the control means determine the variation of the relative position between suspended point and non-suspended point entirely from a measurement of the position variation delivered by sensors integrated in the electric motor.

7. A device for the overall suspension of a vehicle comprising a suspended mass and at least one group of two suspension systems comprising a suspension device for controlling the vertical deflection between a suspended mass and a non-suspended mass, said device comprising an elastic link mounted between the suspended mass and the non-suspended mass, the said elastic link including a spring, a reversible electric actuator acting in parallel with the spring for controlling the relative-deflection movements between suspended mass and non-suspended mass, Z_cr being the distance between a point on the suspended mass and a point on the non-suspended mass, means for controlling the electric actuator so that, from an observed variation of the distance Z_cr, due to a deflection of the elastic link, the electric actuator develops a force F having a mass compensation component F₁=C_a·

M_r·

A_cr oriented in the direction of the acceleration A_cr of the deflection of the non-suspended mass with respect to the suspended mass, with Mr being the non-suspended mass and C_a a coefficient, and having a damping component F₂=−

C_v·

V_cr opposing the speed V_cr of the said deflection, C_v being a coefficient, in which the electric actuators are controlled by the said control means so that they develop a force F additionally having a trim correction component F₄, the said trim correction component applying a trim correction torque to the said body.

8. A device according to claim 7, in which the control means comprise means for evaluating a non-vertical stress applied to the suspended mass and likely to cause a variation of the trim of the suspended mass and for calculating the trim correction component.

9. A device according to claim 8, in which the said at least two suspension systems form an axle, the said suspension systems being mounted on either side of the median plane of symmetry of the vehicle, so that the said trim correction torque opposes the roll.

10. A device according to claim 8, in which the said at least two suspension systems comprise a front suspension system and a rear suspension system, so that the said trim correction torque opposes the pitch.

11. A device according to claim 8 for a vehicle comprising at least four suspension systems forming a front axle and a rear axle, in which the said trim correction torque opposes both the roll and the pitch.

12. A device according to claim 8 for a vehicle comprising at least one front axle and one rear axle each having two suspension systems mounted on either side of the median plane of symmetry of the vehicle, the said control means controlling the distribution between the front axle and the rear axle of the said trim correction components opposing the roll in real time.

13. A device according to claim 8 for a vehicle comprising at least one front axle and one rear axle each having two suspension systems mounted on either side of the median plane of symmetry of the vehicle, the said control means controlling the distribution on either side of the median plane of symmetry of the vehicle of the said correction components opposing the pitch in real time.

14. A device according to claim 7 in which the electric actuator is controlled by the said control means so that it develops a force F additionally having a spring-accompanying component F₃=C_p·

K_·

Z_cr, oriented opposite to the variation of the force developed by the spring and due to the variation of the distance Z_cr caused by the said deflection, K being the stiffness of the spring and C_p a coefficient.

15. A device according to claim 7, in which the value of the coefficients is adapted in real time in accordance with parameters indicating vehicle driving conditions.

16. A device according to claim 14, in which the value of the coefficients is adapted in real time in accordance with parameters indicating vehicle driving conditions.

17. A suspension device according to claim 7, in which the device calculates an equilibrium position Z_o for the distance between the suspended mass and the non-suspended mass, in which the force of the spring exactly compensates the suspended mass by averaging the instantaneous absolute value Z_im of the relative position of the non-suspended mass with respect to the suspended mass, and recalculates Z_cr=Z_im−

Z_o.

18. A device according to claim 7, in which the electric actuator comprises a Permanent Magnet Synchronous Motor and in which the control means determine the variation of the relative position between suspended point and non-suspended point entirely from a measurement of the position variation delivered by sensors integrated in the electric motor.