Control of a suspension system of a vehicle provided with four semi-active suspensions
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B60G-017/016
B60G-017/015
B60G-017/005
출원번호
US-0456924
(2012-04-26)
등록번호
US-8473157
(2013-06-25)
우선권정보
EP-11425120 (2011-04-29)
발명자
/ 주소
Savaresi, Sergio M.
Spelta, Cristiano
Delvecchio, Diego
Bonaccorso, Gabriele
Ghirardo, Fabio
Campo, Sebastiano
출원인 / 주소
Fiat Group Automobiles S.p.A.
대리인 / 주소
Dickstein Shapiro LLP
인용정보
피인용 횟수 :
4인용 특허 :
2
초록▼
A method for controlling four semi-active suspensions of a vehicle comprising the steps of: determining, for each semi-active suspension, a first and a second signal representative of the acceleration and speed of the sprung mass; determining, for a pair of semi-active suspensions arranged on one si
A method for controlling four semi-active suspensions of a vehicle comprising the steps of: determining, for each semi-active suspension, a first and a second signal representative of the acceleration and speed of the sprung mass; determining, for a pair of semi-active suspensions arranged on one side of the vehicle a third and a four signal representative of the acceleration and pitch speed; calculating for each semi-active suspension, a first damping coefficient as a function of the difference between the first and second signal squared; calculating for each semi-active suspension, a second damping coefficient as a function of the difference between the third and the four signal squared; for each semi-active suspension, comparing the first and the second damping coefficient for determining the higher coefficient; applying to each force generator device, an electronic control signal indicative of the respective high damping coefficient.
대표청구항▼
1. A method for controlling a suspension system (4) of a vehicle (1) comprising four semi-active suspensions (5) associated to four respective wheels (3) of the vehicle (1) itself; each semi-active suspension (5) being interposed between a sprung mass (Msi) of the vehicle (1) and a unsprung mass (Ns
1. A method for controlling a suspension system (4) of a vehicle (1) comprising four semi-active suspensions (5) associated to four respective wheels (3) of the vehicle (1) itself; each semi-active suspension (5) being interposed between a sprung mass (Msi) of the vehicle (1) and a unsprung mass (Nsi) associated to a wheel (3) of the vehicle (1) and being controlled by a respective force generator device (7); said method being characterized in that it comprises the steps of: determining, for each of the four semi-active suspensions (5), a first signal representative of the acceleration of the sprung mass (Msi) associated to the semi-active suspension (5) itself;determining, for each of the four semi-active suspensions (5), a second signal representative of the vertical speed of the sprung mass (Msi) associated to the semi-active suspension (5) itself;determining, for a pair of semi-active suspensions (5) arranged on a same side (Dx,Sx) of the vehicle (1) parallel to the longitudinal axis (L) of the vehicle (1) itself, a third signal representative of the pitch acceleration of the vehicle (1);determining, for a pair of semi-active suspensions (5) arranged on a same side (Dx,Sx) of the vehicle (1) parallel to the longitudinal axis (L) of the vehicle (1) itself, a fourth signal representative of the pitch speed of the vehicle (1);calculating for each of the four semi-active suspensions (5), a first damping coefficient (cHi) associated to the vertical dynamics of said semi-active suspension (5), as a function of the difference between said first signal squared and said second signal squared;calculating for each of the four semi-active suspensions (5), a second damping coefficient (cPi) associated to the pitch of the vehicle (1), as a function of the difference between the third signal squared and the fourth signal squared;for each semi-active suspension (5), comprising the first damping coefficient (cHi) with the second damping coefficient (cPi);for each semi-active suspension (5), selecting the first (4) or the second damping coefficient (cPi) on the basis of the comparison;applying to each of the four force generators (7), an electric control signal (Sci) indicative of the respective selected damping coefficient (cHi)(cPi). 2. A method according to claim 1, comprising the steps of: measuring a first ({umlaut over (z)}1), a second ({umlaut over (z)}2) and a third vertical acceleration ({umlaut over (z)}3) of a respective first (Ms1), second (Ms2) and third sprung mass (Ms3);estimating a fourth acceleration ({umlaut over (z)}4) associated to a fourth sprung mass (Ms4) on the basis of said first ({umlaut over (z)}1) second ({umlaut over (z)}2) and third measured acceleration ({umlaut over (z)}3);determining the first signal associated to the first (Ms1), to the second (Ms2) and to the third sprung mass (Ms3) as a function of the first ({umlaut over (z)}1), second ({umlaut over (z)}2) and third measured acceleration) ({umlaut over (z)}3);determining the first signal associated to the fourth sprung mass (Ms4) as a function of said fourth estimated acceleration ({umlaut over (z)}4). 3. A method according to claim 1, wherein in said step of selecting, for each semi-active suspension (5), the first (cHi) or the second damping coefficient (cPi) on the basis of said comparison, comprises the step of selecting the damping coefficient (CTi) which, through the step of comparing, was found to be the highest damping coefficient (CTi=MAX(cHi,cPi)) between the first (cHi) and the second damping coefficient (cPi). 4. A method according to claim 1, wherein the step of calculating, for each of the four semi-active suspensions (5), a first damping coefficient (cHi) comprises the steps of: determining a first value representative of the frequency of the energizing energy to which said semi-active suspension is subjected by means of a first function (Si(t)) associated to the difference between the first signal squared and the second signal squared;determining the first damping coefficient (cHi) on the basis of said first value by means of a second function (fi(Si(t))) adapted to provide a third value which is indicative of the variation (c(t)Hi) of said first damping coefficient (cHi) to be set on the force generator device (7) of said semi-active suspension (5), as said first value varies. 5. A method according to claim 4, wherein: said first value is determined by means of the following first function: Si(t)={umlaut over (z)}i2(t)−αi2żi2(t)said third value is determined by means of the following second function: c(t)Hi=fi(Si(t))where:żi(t) is the speed expressed in m/s of the i-th sprung mass Msi determined in instant t;{umlaut over (z)}i(t) is the acceleration expressed in m/s2 of the i-th sprung mass Msi determined in instant t;αi is a first value indicative of the invariance frequency;Si(t) corresponds to said first function which provides said first value indicative of the frequency of the energizing energy to which the i-th sprung mass is subjected in instant t; andfi(S(t)) is the second function. 6. A method according to claim 2, wherein the step of calculating, for each of the four semi-active suspensions (5), a second damping coefficient (cPi), comprises the steps of: determining a third signal associated to a pitch acceleration ({umlaut over (θ)}(t))) on the basis of the difference between the vertical accelerations ({umlaut over (z)}1(t), {umlaut over (z)}3(t)) of said pair of semi-active suspensions (5);determining the fourth signal associated to a pitch speed ({dot over (θ)}(t)) by integrating the third signal over time;determining a fourth value representative of the frequency of the energizing energy to which said semi-active suspension (5) is subjected during pitch, by means of a third function associated to the difference between the third signal squared and the fourth signal squared;determining the second damping coefficient (cPi) on the basis of said fourth value by means of a fifth function (ffront(Sθ(t)), (freart(Sθ(t)) adapted to provide a sixth value which is indicative of the variation of said second damping coefficient (cpi) to be set on the force generator device (7) of the semi-active suspension (5), as said fourth value varies. 7. A method according to claim 6, wherein: a third signal is determined by means of the following equation: {umlaut over (θ)}(t)={umlaut over (z)}1(t)−{umlaut over (z)}3(t)the fourth value is determined by means of said third function: Sθ(t)={umlaut over (θ)}2(t)−(αθ{dot over (θ)}(t))2 the second damping coefficient is determined by means of said fifth function: C1p(t)=C2p(t)=ffront(Sθ(t))C3p(t)=C4p(t)=frear(Sθ(t))where:{umlaut over (θ)}(t) is the pitch acceleration of the vehicle in instant t expressed in m/s2;{dot over (θ)}(t) is the pitch speed of the vehicle in instant t expressed in m/s;αθ is the first value indicative of the invariance frequency or cross-over frequency expressed in radians/second for the pitch motion of the vehicle;Sθ(t) is the third function which provides the fourth value indicative of the frequency of the energizing energy to which the i-th sprung mass is subjected in instant t caused by the pitch dynamics of the vehicle;ffront(Sθ(t)) is the fifth function providing the sixth value which is indicative of the variance of the two second damping coefficients C1p(t) and C2p(t) to be set on the force generators 7 of the respective semi-active suspensions 5 arranged in the angles 2a and 2b present on the front side of the vehicle; andfrear(Sθ(t)) is the fifth function providing the sixth value which is indicative of the variance of the two second damping coefficients C1p(t) and C2p(t) to be set on the force generators 7 of the respective semi-active suspensions 5 arranged in the angles 2c and 2d present on the rear side of the vehicle. 8. An electronic device for controlling a suspension system (4) of a vehicle comprising four semi-active suspensions 5 associated to four respective wheels 3 of the vehicle itself; each semi-active suspension being interposed between a sprung mass of the vehicle and a unsprung mass associated to a wheel of the vehicle and being controlled by a respective force generator device; said device being configured for: determining, for each of the four semi-active suspensions (5), a first signal representative of the acceleration of the sprung mass (Msi) associated to the semi-active suspension (5) itself;determining, for each of the four semi-active suspensions (5), a second signal representative of the vertical speed of the sprung mass (Msi) associated to the semi-active suspension (5) itself;determining, for a pair of semi-active suspensions (5) arranged on a same side (Dx,Sx) of the vehicle (1) parallel to the longitudinal axis (L) of the vehicle (1) itself, a third signal representative of the pitch acceleration of the vehicle (1);determining, for a pair of semi-active suspensions (5) arranged on a same side (Dx,Sx) of the vehicle (1) parallel to the longitudinal axis (L) of the vehicle (1) itself, a fourth signal representative of the pitch speed of the vehicle (1);calculating for each of the four semi-active suspensions (5), a first damping coefficient (cHi) associated to the vertical dynamics of said semi-active suspension (5), as a function of the difference between said first signal squared and said second signal squared;calculating for each of the four semi-active suspensions (5), a second damping coefficient (cPi) associated to the pitch of the vehicle (1), as a function of the difference between the third signal squared and the fourth signal squared;for each semi-active suspension (5), comprising the first damping coefficient (cHi) with the second damping coefficient (cPi);for each semi-active suspension (5), selecting the first (cHi) or the second damping coefficient (cPi) on the basis of the comparison;applying to each of the four force generators (7), an electric control signal (Sci) indicative of the respective selected damping coefficient (cHi)(cPi). 9. A device according to claim 8 comprising: acceleration measuring means adapted to measure a first ({umlaut over (z)}1), and a second ({umlaut over (z)}2) and a third vertical acceleration ({umlaut over (z)}3) of a respective first (Ms1), second (Ms2) and third sprung mass (Ms3);electronic control means configured for:estimating a fourth acceleration ({umlaut over (z)}4) associated to a fourth sprung mass (Ms4) on the basis of said first ({umlaut over (z)}1), second ({umlaut over (z)}2) and third measured acceleration ({umlaut over (z)}3);determining the first signal associated to the first (Ms1), to the second (Ms2) and to the third sprung mass (Ms3) as a function of the first ({umlaut over (z)}1), second ({umlaut over (z)}2) and third measured acceleration) ({umlaut over (z)}3);determining the first signal associated to the fourth sprung mass (Ms4) as a function of said fourth estimated acceleration ({umlaut over (z)}4). 10. A device according to claim 9, wherein in said step of selecting, for each semi-active suspension (5), the first (cHi) or the second damping coefficient (cPi) on the basis of said comparison, comprising the step of selecting the damping coefficient (CTi) which, through the step of comparing, was found to be the highest damping coefficient (CTi=MAX(cHi,cPi)) between the first (cHi) and the second damping coefficient (cPi). 11. A device according to claim 8, wherein said electronic control means (11) are further configured for: determining a first value representing the frequency of the energizing energy to which said semi-active suspension is subjected by means of a first function (Si(t)) associated to the difference between the first signal squared and the second signal squared;determining the first damping coefficient (cHi) on the basis of said first value by means of a second function (fi(Si(t))) adapted to provide a third value which is indicative of the variation (c(t)Hi) of said first damping coefficient (cHi) to be set on the force generator device (7) of said semi-active suspension (5), as said first value varies. 12. A device according to claim 11, wherein said electronic control means (11) are further configured for: determining said first value by means of the following first function: Si(t)={umlaut over (z)}i2(t)−αi2żi2(t)determining said third value by means of the following first function: c(t)hi=fi(Si(t))where:żi(t) is the speed expressed in m/s of the i-th sprung mass Msi determined in instant t;{umlaut over (z)}i(t) is the acceleration expressed in m/s2 of the i-th sprung mass Msi determined in instant t;αi is a first value indicative of the invariance frequency;Si(t) corresponds to said first function which provide said first value indicative of the frequency of the energizing energy to which the i-th sprung mass is subjected in instant t; andfi(S(t)) is the second function. 13. A device according to claim 9, wherein said electronic control means (11) are further configured for: determining a third signal associated to a pitch acceleration ({umlaut over (θ)}(t)) on the basis of the difference between the vertical accelerations ({umlaut over (z)}1(t), {umlaut over (z)}3(t)) of said pair of semi-active suspensions (5);determining the fourth signal associated to a pitch speed ({dot over (θ)}(t)) by integrating the third signal over time;determining a fourth value representative of the frequency of the energizing energy to which said semi-active suspension (5) is subjected during pitch, by means of a third function associated to the difference between the third signal squared and the fourth signal squared;determining the second damping coefficient (cPi) on the basis of said fourth value by means of a fifth function (ffront(Sθ(t)), (freart(Sθ(t)) adapted to provide a sixth value which is indicative of the variation of said second damping coefficient (cpi) to be set on the force generator device (7) of the semi-active suspension (5), as said fourth value varies. 14. A device according to claim 13, wherein said electronic control means (11) are further configured for: determining the third signal by means of the following equation: {umlaut over (θ)}(t)={umlaut over (z)}1(t)−{umlaut over (z)}3(t)determining the fourth value by means of said third function: Sθ(t)={umlaut over (θ)}2(t)−(αθ{dot over (θ)}(t))2 determining the second damping coefficient by means of one of said fifth functions: C1p(t)=C2p(t)=ffront(Sθ(t))C3p(t)=C4p(t)=frear(Sθ(t))where:{umlaut over (θ)}(t) is the pitch acceleration of the vehicle in instant t expressed in m/s2;{dot over (θ)}(t) is the pitch speed of the vehicle in instant t expressed in m/s;αθ is the first value indicative of the invariance frequency or cross-over frequency expressed in radians/second for the pitch motion of the vehicle;Sθ(t) is the third function which provides the fourth value indicative of the frequency of the energizing energy to which the i-th sprung mass is subjected in instant t caused by the pitch dynamics of the vehicle;ffront(Sθ(t)) is the fifth function providing the sixth value which is indicative of the variance of the two second damping coefficients C1p(t) e C2p(t) to be set on the force generators 7 of the respective semi-active suspensions 5 arranged in the angles 2a and 2b present on the front side of the vehicle;frear(Sθ(t)) is the fifth function providing the sixth value which is indicative of the variance of the two second damping coefficients C3p(t) e C4p(t) to be set on the force generators 7 of the respective semi-active suspensions 5 arranged in the angles 2c and 2d present on the rear side of the vehicle. 15. A program product stored in a non-transitory computer readable medium, the program product causing a vehicular electronic control unit to control a suspension system (4) of a vehicle (1), the suspension system (4) comprising four semi-active suspensions (5) associated to four respective wheels (3) of the vehicle (1) itself; each semi-active suspension (5) being interposed between a sprung mass (Msi) of the vehicle (1) and a unsprung mass (Nsi) associated to a wheel (3) of the vehicle (1) and being controlled by a respective force generator device (7); the program product making the vehicular electronic control unit execute the steps of: determining, for each of the four semi-active suspensions (5), a first signal representative of the acceleration of the sprung mass (Msi) associated to the semi-active suspension (5) itself;determining, for each of the four semi-active suspensions (5), a second signal representative of the vertical speed of the sprung mass (Msi) associated to the semi-active suspension (5) itself;determining, for a pair of semi-active suspensions (5) arranged on a same side (Dx,Sx) of the vehicle (1) parallel to the longitudinal axis (L) of the vehicle (1) itself, a third signal representative of the pitch acceleration of the vehicle (1);determining, for a pair of semi-active suspensions (5) arranged on a same side (Dx,Sx) of the vehicle (1) parallel to the longitudinal axis (L) of the vehicle (1) itself, a fourth signal representative of the pitch speed of the vehicle (1);calculating for each of the four semi-active suspensions (5), a first damping coefficient (cHi) associated to the vertical dynamics of said semi-active suspension (5), as a function of the difference between said first signal squared and said second signal squared;calculating for each of the four semi-active suspensions (5), a second damping coefficient (cPi) associated to the pitch of the vehicle (1), as a function of the difference between the third signal squared and the fourth signal squared;for each semi-active suspension (5), comprising the first damping coefficient (cHi) with the second damping coefficient (cPi);for each semi-active suspension (5), selecting the first (cHi) or the second damping coefficient (cPi) on the basis of the comparison;applying to each of the four force generators (7), an electric control signal (Sci) indicative of the respective selected damping coefficient (cHi)(cPi).
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이 특허에 인용된 특허 (2)
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