Context aware active suspension control system

• US 9,440,507 B2
• Filed: 04/01/2014
• Issued: 09/13/2016
• Est. Priority Date: 03/15/2013
• Status: Active Grant

• Current Assignee: Levant Power Corporation
• Original Assignee: Levant Power Corporation
• Inventors: Giovanardi, Marco, Leehey, Jonathan R., Schneider, Johannes, Anderson, Zackary Martin
• Primary Examiner(s): Trammell, James
• Assistant Examiner(s): SMITH-STEWART, DEMETRA R
• Application Number:
  US14/242,715
• Publication Number:
  US 20140297119A1
• Time in Patent Office: 896 Days
• US Class Current: 1/1
• CPC Class Codes: B60G 15/10 and mechanical damper or dynamic damper
• 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 2202/413 Hydraulic actuator
• CPC Class Codes: B60G 2204/11 Mounting of sensors thereon
• CPC Class Codes: B60G 2400/0511 Roll angle
• CPC Class Codes: B60G 2400/0521 Roll rate
• CPC Class Codes: B60G 2400/60 Load
• CPC Class Codes: B60G 2800/70 Estimating or calculating vehicle parameters or state variables
• CPC Class Codes: F04B 49/20 by changing the driving speed
• CPC Class Codes: F15B 13/0444 with rotary electric motor
• CPC Class Codes: F16K 11/065 with linearly sliding closure members
• CPC Class Codes: F16K 31/12 actuated by fluid fluid-actuated lift valves F16K1/126 ; fluid-actuated check valves F16K15/00; fluid-actuated safety valves F16K17/00

Abstract

A method for reducing power consumption in an active suspension system through the selective use of high performance, associated with high power demand, only in situations instantaneously deemed to provide a high ratio of benefit to cost. Input events are classified ahead of time, and are identified during operation of the system, ahead of time if possible through the use of look-ahead sensing or statistical analysis, or at the beginning of the event through the use of motion sensing. Once an event is detected, an estimation of the cost and benefits for an intervention of the active suspension system is made, and the intervention is scaled in a way to provide a good compromise. Relying on the nonlinearity of the cost and benefit expressions, this leads to overall reduced power consumption with small loss in perceived benefit.

Claims

1. A method for reducing energy consumption in an active vehicle suspension system, comprising:

calculating a desired control command for a vehicle maneuver;

applying an actual force command to the active vehicle suspension system, wherein the actual force command is equal to or less than the desired control command; and

reducing energy consumption by the active suspension system during the maneuver by decreasing the actual force command from a first value to a second value.

2. The method of claim 1, wherein:

the actual force command begins with the first value and follows at least one change in the desired control command for a first period of time subsequent to the change;

the actual force command then decreases during a second period subsequent to the first period; and

the actual force command then decreases to the second value which is a value that is lower than the desired control command.

3. The method of claim 2, wherein the desired control command is calculated based on sensed or estimated vehicle inertial force roll moment.

4. The method of claim 2, wherein the energy consumed by the active vehicle suspension system at the second value is less than or equal to an energy consumption target threshold.

5. The method of claim 2, wherein during the first period the actual force command follows changes in the desired control command fully or partially.

6. The method of claim 2, wherein the active suspension uses a multitude of electro-hydraulic actuators.

7. The method of claim 1, wherein the first value is equal to the desired control command at the start of the first period.

8. The method of claim 7, wherein the desired control command meets a desired benefit threshold for the vehicle maneuver.

9. The method of claim 8, wherein the second value meets an acceptable benefit threshold for the vehicle maneuver.

10. The method of claim 1, wherein the actual force command is decreased from the first value to the second value at a rate slow enough such that is not detectable by a vehicle occupant.

11. The method of claim 1, wherein the desired control command maintains the vehicle roll angle below an initial roll response value.

12. A method for adjusting an active vehicle suspension system control algorithm, comprising:

identifying an event selected from a group consisting of a vehicle event and a wheel event;

computing a performance factor as a function of a tradeoff between intervention benefit and intervention cost for the event;

reducing energy consumption of an active vehicle suspension system by adjusting at least one parameter of a control algorithm based on the performance factor, wherein the control algorithm controls at least one aspect of the active vehicle suspension system; and

applying the adjusted control algorithm to the active vehicle suspension system during the event.

13. The method of claim 12, wherein the algorithm is adjusted before commencement of the event.

14. The method of claim 12, wherein the algorithm is adjusted after commencement of the event.

15. The method of claim 12, wherein the benefit is selected from the group consisting of safety and comfort.

16. The method of claim 12, wherein the cost is selected from the group consisting of peak power consumption, average power consumption, and total energy consumption.

17. The method of claim 12, wherein the event is selected from the group consisting of navigating a sharp turn, transitioning between a road and a driveway, and transitioning a road bump.

18. The method of claim 12, wherein the event is navigating a turn and a first desired roll angle is calculated that requires a first level of power consumption to maintain, and a second roll angle is calculated that produces a reduced benefit but requires a second lower level of power consumption to maintain, wherein the algorithm commands the active vehicle suspension system to maintain the first roll angle for a first period during the turn and to transition the active vehicle suspension system to the second roll angle during a second period during the turn.

19. A method for controlling an active vehicle suspension system, the method comprising:

detecting a vehicle event;

analyzing the vehicle event to determine whether the active suspension system can be used to deliver a benefit to an occupant of the vehicle during at least one portion of the vehicle event;

determining an amount of energy required for delivering the benefit to the occupant during the at least one portion of the vehicle event;

comparing the required energy to the benefit to determine if the active vehicle suspension should be controlled to deliver the benefit; and

intervening with the active vehicle suspension to deliver the benefit if it is determined that the benefit should be delivered.

20. The method of claim 19, wherein the benefit is selected from the group consisting of increased comfort, increased safety and increased stability.

21. The method of claim 19, wherein the vehicle event is detected before commencement of the event.

22. The method of claim 19, wherein the vehicle event is detected after commencement of the event.

23. The method of claim 19, wherein analyzing the vehicle event comprises comparing the vehicle event to previously analyzed vehicle events.

24. The method of claim 19, wherein determining an amount of energy needed for delivering the benefit is based at least partially on past vehicle events.

25. The method of claim 19, wherein determining an amount of energy needed for delivering the benefit is based on a model.

26. The method of claim 25, wherein the vehicle event is a wheel event.

27. The method of claim 25, wherein the model is predictive.

28. The method of claim 19, wherein analyzing the vehicle event to determine whether the active suspension system can be used to deliver the benefit comprises determining if the vehicle event is above a perception threshold of the occupant.

29. The method of claim 19, further comprising determining an amount of power needed for delivering the benefit to the occupant during at least a portion of the vehicle event, comparing the required power to the benefit to determine if the active vehicle suspension should be controlled to deliver the benefit, and controlling the active vehicle suspension to deliver the benefit if it is determined that the benefit should be delivered.

30. The method of claim 29, wherein the predictive model uses GPS information to obtain road data.

31. The method of claim 19, wherein the occupant is selected from the group consisting of a driver, a person, an instrument and a weapon system.

32. A method for operating an active vehicle suspension system, the method comprising:

determining an amount of energy required by the active suspension system to deliver a benefit to an occupant during at least one portion of a vehicle event; and

controlling the active suspension system to intervene with the vehicle event during the at least one portion of the vehicle event when the resulting benefit due to the intervention is above a first threshold.

33. The method of claim 32 further comprising operating in an energy-efficient mode when the resulting benefit due to the intervention is below a second threshold.

34. The method of claim 33, wherein the first threshold is equal to the second threshold.

35. The method of claim 33, wherein the resulting benefit is selected from the group consisting of increased safety, increased comfort, and increased stability.

36. A method for reducing energy consumption in an active vehicle suspension system, the method comprising:

operating an active suspension system in a first mode during a first portion of at least one of a road event and a vehicle event at a first level of performance to produce a first level of benefit; and

operating the active suspension system in a second mode during a second portion of the at least one of the road event and the vehicle event at a second level of performance to produce a second level of benefit.

37. The method of claim 36, wherein the second level of performance provides higher energy efficiency relative to the first level of performance and the second level of benefit provides less comfort relative to the first level of benefit.

38. The method of claim 36, wherein the second level of performance provides higher energy efficiency relative to the first level of performance and the second level of benefit results in increased roll angle relative to the first level of benefit.

39. The method of claim 36, wherein the at least one of the road event and the vehicle event is selected from the group consisting of a vehicle emergency situation and a vehicle maneuver that causes increased occupant discomfort.

40. The method of claim 36, wherein the vehicle event is the vehicle negotiating a turn.