Suspension system for vehicle

• US 8,240,679 B2
• Filed: 02/24/2009
• Issued: 08/14/2012
• Est. Priority Date: 02/26/2008
• Status: Expired due to Fees

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Kajino, Hidenori
• Primary Examiner(s): Fleming, Faye M.
• Application Number:
  US12/673,831
• Publication Number:
  US 20110025001A1
• Time in Patent Office: 1,267 Days
• Field of Search: 280/5.515, 280/5.516, 280/5.519, 280/5.502, 280/5.506, 280/5.507, 280/5.508, 280/5.509, 280/124.157, 280/124.158, 280/124.159, 280/124.16, 280/124.162
• US Class Current: 280/5.515
• CPC Class Codes: B60G 17/0157 non-fluid unit, e.g. electric motor
• 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 21/0555 including an actuator inducing vehicle roll
• CPC Class Codes: B60G 2200/18 Multilink suspensions, e.g. elastokinematic arrangements
• CPC Class Codes: B60G 2200/184 Assymetric arrangements
• CPC Class Codes: B60G 2202/12 Wound spring
• CPC Class Codes: B60G 2202/22 Rotary Damper
• CPC Class Codes: B60G 2202/312 The spring being a wound spring
• CPC Class Codes: B60G 2202/42 Electric actuator
• CPC Class Codes: B60G 2204/128 Damper mount on vehicle body or chassis
• CPC Class Codes: B60G 2204/129 Damper mount on wheel suspension or knuckle
• CPC Class Codes: B60G 2204/419 Gears
• CPC Class Codes: B60G 2400/102 vertical
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/106 longitudinal with regard to vehicle, e.g. braking
• CPC Class Codes: B60G 2400/208 of wheel rotation
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2400/91 Frequency
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/014 : Pitch; Nose dive
• CPC Class Codes: B60G 2800/916 : Body Vibration Control
• CPC Class Codes: F16F 9/14 : Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect

Abstract

A suspension system for a vehicle, including: (a) a suspension spring; (b) a hydraulic damper; (c) a displacement force generator disposed in parallel with the suspension spring and the damper; and (d) a controller including a damping-force controlling portion for controlling a damping force of the damper and a displacement-force controlling portion for controlling a displacement force of the displacement force generator. The displacement-force controlling portion is configured to execute a sprung-portion vibration damping control for controlling the displacement force, such that the generated displacement force acts as a damping force against sprung-portion vibration. The damping-force controlling portion is configured, upon execution of the sprung-portion vibration damping control, to execute a damping force reducing control for reducing the damping force that is to be generated by the damper, depending on an intensity of unsprung-portion resonance frequency vibration which occurs in the vehicle and which has a resonance frequency of the unsprung portion.

Claims

1. A suspension system for a vehicle, comprising:

(a) a suspension spring disposed between sprung and unsprung portions of the vehicle;

(b) a hydraulic damper disposed in parallel with said suspension spring, and configured to generate a damping force against displacement of the sprung and unsprung portions relative to each other such that an amount of the damping force is changeable by a damping force changer that is included in said damper;

(c) a displacement force generator disposed in parallel with said suspension spring, and configured to generate, based on a motor force generated by an electromagnetic motor that is included in said displacement force generator, a displacement force causing the sprung and unsprung portions to be displaced toward or away from each other; and

(d) a controller including a damping-force controlling portion configured to control said damping force changer, so as to control the damping force that is to be generated by said damper, and a displacement-force controlling portion configured to control actuation of said electromagnetic motor, so as to control the displacement force that is to be generated by said displacement force generator,

wherein said displacement-force controlling portion is configured to execute a sprung-portion vibration damping control for controlling the displacement force that is to be generated by said displacement force generator, such that the generated displacement force acts as a damping force against sprung-portion vibration which occurs in the sprung portion,

and wherein said damping-force controlling portion is configured, upon execution of the sprung-portion vibration damping control by said displacement-force controlling portion, to execute a damping force reducing control for reducing the damping force that is to be generated by said damper, depending on unsprung-portion resonance frequency vibration which occurs in the vehicle and which has a resonance frequency of the unsprung portion, such that the damping force generated by said damper is made smaller in a low intensity situation in which an intensity of the unsprung-portion resonance frequency vibration is not higher than a threshold intensity value, than in a high intensity situation in which the intensity is higher than the threshold intensity value.

2. The suspension system according to claim 1, wherein said damping force reducing control is executed to reduce the damping force that is to be generated by said damper such that a damping coefficient of said damper is not larger than 500 N·

sec/m in said low intensity situation.

3. The suspension system according to claim 2, wherein said damping force reducing control is executed to reduce the damping force that is to be generated by said damper such that an amount of the generated damping force is substantially zero in said low intensity situation.

4. The suspension system according to claim 3,

wherein said damper includes a first interlocked portion that is interlocked with the sprung portion and a second interlocked portion that is interlocked with the unsprung portion, and is configured to generate the damping force against the displacement of the sprung and unsprung portions relative to each other, by generating a resistance force against displacement of said first and second interlocking portions relative to each other,

wherein said damping force changer includes an interlock releaser that is configured to release interlocking between the sprung portion and said first interlocking portion and/or interlocking between the unsprung portion and said second interlocking portion,

and wherein said damping-force controlling portion is configured, in the damping force reducing control, to cause said interlock releaser to release the interlocking between the sprung portion and said first interlocking portion and/or the interlocking between the unsprung portion and said second interlocking portion.

5. The suspension system according to claim 1, wherein said damping-force controlling portion is configured, upon execution of the sprung-portion vibration damping control, to control the damping force that is to be generated by said damper such that a damping coefficient of said damper is within a range from 1000 to 2000 N·

sec/m in said high intensity situation.

6. The suspension system according to claim 1, wherein said displacement-force controlling portion is configured, in the sprung-portion vibration damping control, to control the displacement force that is to be generated by said displacement force generator such that an amount of at least one component of the generated displacement force is dependent on an absolute velocity of the sprung portion.

7. The suspension system according to claim 1, wherein said displacement-force controlling portion is configured to execute a posture change restraining control for restraining change of posture of a body of the vehicle, by controlling the displacement force that is to be generated by said displacement force generator such that at least one component of the generated displacement force acts as a roll restraining force for restraining roll of the body of the vehicle and/or a pitch restraining force for restraining pitch of the body of the vehicle.

8. The suspension system according to claim 1,

wherein said displacement force generator includes an elastic body connected at one of opposite end portions thereof to one of the sprung and unsprung portions, and an electromagnetic actuator which is disposed between the other of said opposite end portions of said elastic body and the other of the sprung and unsprung members and which interconnects said elastic body and said other of the sprung and unsprung members,

and wherein said electromagnetic actuator includes said electromagnetic motor, and is configured to generate an actuator force based on the motor force generated by said electromagnetic motor, such that the generated actuator force acts on said elastic body so as to change an amount of deformation of said elastic body that is dependent on an amount of actuation of said actuator, and such that the generated actuator force is transmitted to the sprung and unsprung portions via said elastic body so as to act as the displacement force.

9. The suspension system according to claim 8,

wherein said elastic body includes a shaft portion which is rotatably held by a body of the vehicle and an arm portion which extends from one of opposite end portions of said shaft portion in a direction intersecting said shaft portion and which is connected at a distal end portion thereof to a wheel holder holding a wheel of the vehicle,

and wherein said actuator is fixed to the body of the vehicle, and is configured to rotate said shaft portion about an axis of said shaft portion by the actuator force generated by said actuator.

10. The suspension system according to claim 8, wherein said actuator is configured to have a positive/negative efficiency product that is not larger than ½

,

where the positive/negative efficiency product is defined as a product of a positive efficiency of said actuator and a negative efficiency of said actuator,

the positive efficiency is defined as a ratio of an amount of an external force acting on said actuator, to an amount of the motor force minimally required to cause the actuation of said actuator against the external force, and

the negative efficiency is defined as a ratio of an amount of the motor force minimally required to inhibit said actuator from being actuated by an external force acting on said actuator, to an amount of the external force.

11. The suspension system according to claim 8,

wherein said actuator includes a speed reducer configured to decelerate motion that is inputted from said electromagnetic motor, and is configured to output the decelerated motion as the actuation of said actuator,

and wherein said speed reducer has a speed ratio that is not higher than 1/100.