초록 ▼

A stability control system (18) for an automotive vehicle includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceler

A stability control system (18) for an automotive vehicle includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) determines a global roll attitude and a global pitch attitude from the roll rate, lateral acceleration signal and the longitudinal acceleration signal. The controller determines a roll gradient based upon a past raw roll rate and current raw roll rate, the roll angular rate signal and the lateral acceleration signal, a pitch gradient based upon a past raw pitch rate and current raw pitch rate the calculated pitch angular rate signal and the longitudinal acceleration signal. The controller determines a relative roll and relative pitch as a function of the roll gradient and the pitch gradient.

대표청구항 ▼

A stability control system (18) for an automotive vehicle includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceler

A stability control system (18) for an automotive vehicle includes a plurality of sensors (28-39) sensing the dynamic conditions of the vehicle. The sensors may include a speed sensor (20), a lateral acceleration sensor (32), a roll rate sensor (34), a yaw rate sensor (20) and a longitudinal acceleration sensor (36). The controller (26) is coupled to the speed sensor (20), the lateral acceleration sensor (32), the roll rate sensor (34), the yaw rate sensor (28) and a longitudinal acceleration sensor (36). The controller (26) determines a global roll attitude and a global pitch attitude from the roll rate, lateral acceleration signal and the longitudinal acceleration signal. The controller determines a roll gradient based upon a past raw roll rate and current raw roll rate, the roll angular rate signal and the lateral acceleration signal, a pitch gradient based upon a past raw pitch rate and current raw pitch rate the calculated pitch angular rate signal and the longitudinal acceleration signal. The controller determines a relative roll and relative pitch as a function of the roll gradient and the pitch gradient. and a second cylinder body, a second cylinder bore being defined by said second cylinder body, said second piston being arranged to reciprocate within said second cylinder bore, said second piston having a second effective area a2,said second damper extending between a second wheel and said vehicle body, a first chamber being defined within said first cylinder body at least in part by said first piston, a second chamber being defined within said second cylinder body at least in part by said second piston, a first pressure regulating cylinder being in fluid communication with said first chamber and a second pressure regulating cylinder being in fluid communication with said second chamber, said first pressure regulating cylinder comprising a first variable volume chamber and said second pressure regulating cylinder comprising a second variable volume chamber, said first variable volume chamber and said second variable volume chamber being defined at least in part by a single moveable member, said single moveable member having a first subarea A1that corresponds to said first variable volume chamber and a second subarea A2that corresponds to said second variable volume chamber, a bypass passage extending between said first variable volume chamber and said second variable volume chamber and a first throttle valve and a second throttle valve being positioned within said bypass passage, said suspension system being configured such that wherein S1and S2are a piston travel of said first piston and said second piston respectively and λ1and λ2are the travel of said first wheel and said second wheel respectively and wherein a1is not the same as a2or S1/λ1is not the same as S2/λ2. 2. The suspension system of claim 1 further comprising a first piston rod extending from said first piston and a second piston rod extending from said second piston, said effective areas a1and a2of said first piston and said second piston comprising a cross-sectional area of said first piston rod and said second piston rod respectively. 3. The suspension system of claim 1, wherein a first passage extends through said first piston such that a third chamber is defined within said first cylinder body at least partially by said piston. 4. The suspension system of claim 3, wherein a second passage extends through said second piston such that a fourth chamber is defined within said second cylinder body at least partially by said piston. 5. The suspension system of claim 4, wherein a throttle valve is disposed along said second passage. 6. The suspension system of claim 3, wherein a throttle valve is disposed along said first passage. 7. A vehicle suspension system comprising a first damper and a second damper, said first damper and said second damper being interrelated, said first damper comprising a first piston and a first cylinder body, a first cylinder bore being defined by said first cylinder body, said first piston arranged to reciprocate within said first cylinder bore, said first piston having a first effective area a1,said first damper extending between a first wheel and a vehicle body, said second damper comprising a second piston and a second cylinder body, a second cylinder bore being defined by said second cylinder body, said second piston being arranged to reciprocate within said second cylinder bore, said second piston having a second effective area a2,said second damper extending between a second wheel and said vehicle body, a first chamber being defined within said first cylinder body at least in part by said first piston, a second chamber being defined within said second cylinder body at least in part by said second piston, a first pressure regulating cylinder being in fluid communication with said first chamber and a second pressure regulating cylinder being i