AUTOMOBILE SUSPENSION SYSTEM

Abstract: A suspension system for an automobile wherein after hav­ ing been changed over to the «HARD» mode by judging the commencement of the turning, the characteristic of the sus­ pension is not restored to the standard condition until the com­ pletion of the turning is detected, so that a stable running per­ formance is obtained irrespective of the status of the curve of a road while a good riding comfort at a normal running is also maintained.

Description: BACKGROUND OF THE INVENTION This invention relates to a suspension system for an automobile, and in particular to a system for changing over the damping force of shock absorbers of the suspension system or the characteristic of the suspension spring according to the turning condition of a vehicle. Such a system has been proposed in Japanese Patent Application Laid-open No. 56-147107 in which the commencement of a vehicle's turn is determined from the vehicle's speed and the steering wheel angular velocity, and the damping force of the suspension is changed over to have a greater value than normal and then is restored to its standard value in a fixed time interval. While being very advantageous during a short time interval of the turning mode of operation or for a predetermined time interval from the commencement of turning, this turning detection system is disadvantageous in that the damping force is restored to the standard value in the course of the turning for a long time interval. In a steering operation such as for making a sharp turn along a sharp curve in a road, the steering wheel must be rotated at a rapid rate during the commencement of the turning but is little rotated during the actual turning. During the completion of the turning when the vehicle tends to go straight, the steering wheel is now rotated in the reverse direction at a steering wheel angular velocity according to the curvature of the road and the vehicle's speed. The conventional system considers only the vehicle's speed at the commencement of the turning and the steering wheel's angular velocity and, accordingly, can not detect a time interval for the completion of the turning, resulting in the above mentioned disadvantage. European Patent Specification 0 106 697 describes a vehicle suspension system in which the front and rear wheel suspension assemblies have a variable suspension characteristic, this being controlled in response to changes in steering angle. The steering characteristic of the vehicle may also be controlled in dependence upon the speed of the vehicle. Japanese Patent Abstract of Japan Volume 8 No. 2 (M-266) (1439) dated 7 January 1984 relates to a shock absorber control system in which the damping force of a shock absorber is controlled according to the car speed and angular speed of a steering wheel in order to provide stable cornering. SUMMARY OF THE INVENTION It is accordingly an object of this invention to provide a suspension system for an automobile wherein after having been changed over to a "HARD" mode by judging the commencement of the turning, the characteristic of the suspension is not restored to the standard condition until the completion of the turning is detected so that a stable turning performance is obtained irrespective of the degree of curvature of a curve in a road as well as maintaining a comfortable ride during the straight forward driving operation. According to the present invention, there is provided a suspension system for an automobile comprising a suspension having variable characteristics, whereby the system comprises a vehicle speed sensor for detecting the speed of the vehicle's wheels, a steering wheel sensor for detecting the steering condition of the vehicle's steering wheel, and a first means for detecting the commencement of the turning of the vehicle on the basis of the vehicle wheel speed signal supplied from said vehicle speed sensor and the steering angular velocity supplied from said steering wheel sensor and for changing over the suspension characteristic to a first hard condition value when the steering angular velocity exceeds a threshold value; characterised in that said suspension system comprises a plurality of vehicle height sensors for measuring the variation of the height of the vehicle body with respect to the vehicle's wheels at least one sensor being mounted on each side of the vehicle body thereby enabling vehicle roll to be detected; and in that said suspension system comprises a second means for detecting the completion of the turning of the vehicle on the basis of the vehicle height signals supplied from said vehicle height sensors and for changing over the suspension characteristic to a second soft condition value when the vehicle rolling has ceased. Preferably, the suspension has preferably shock absorbers with a damping force which can be changed over, or has springs with a spring rate which can be changed over, or has shock absorbers with a damping force which can be changed over and springs with a spring rate which can be changed over. An embodiment of the invention may comprise an acceleration sensor further comprising: an acceleration sensor for detecting the acceleration of the vehicle in the rightward or leftward direction of the vehicle; wherein said first means additionally detects the commencement of the turning on the basis of the output signal from said acceleration sensor to change over the suspension characteristic to the first desirable value. The vehicle height sensor may consist of two sensors (14a,14b) disposed in a diagonal line to the front and the rear wheels. Optional features of the invention are defined in the dependent claims. For example, the suspension system for an automobile may further comprise a third means (1) for retaining the suspension characteristic at a desirable value for a predetermined time interval when the time interval from the detection of the commencement of the turning to the detection of the completion of the turning is shorter than the predetermined time interval. The predetermined time interval may be variable according to the output signals from the sensors indicative of the operating condition of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 shows a basic arrangement of one embodiment of a suspension system for an automobile according to the present invention; Figures 2A and 2B show a perspective view of a steering wheel angle sensor used in Figure 1; Figure 3 shows an arrangement of a vehicle height sensor used in Figure 1; Figure 4 shows a layout of the vehicle sensors used in Figure 1; Figure 5 shows a waveform diagram for explaining the processing of a vehicle speed signal obtained in the embodiment of this invention; Figure 6 shows waveform diagrams for explaining the processing of the output signal of a steering wheel angle sensor used in Figure 1; and Figure 7 shows a flow chart of the operation executed by a control unit of the embodiment of this invention. Throughout the figures, the same reference numerals designate identical or corresponding portions. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Figure 1 shows a schematic diagram of one embodiment of a suspension system for an automobile according to the present invention, in which a control unit 1 receives as input information the output signals of a steering wheel angle sensor 2, a vehicle speed sensor 3, an acceleration sensor 17, to control a variable orifice 6 in a shock absorber 5 interconnecting a vehicle body 4 with a vehicle wheel 7 and to control an interconnecting path 10 of an air spring 9 which consists of spring chambers 9a and 9b. The opening of the interconnecting path 10 will interconnect the chambers 9a and 9b to render the spring constant small, i.e,. to render the spring 9 "soft". On the other hand, the closing of the interconnecting path 10 will separate the chambers 9a and 9b to render the spring constant large, i.e., to render the spring "hard". The air spring 9 is connected in parallel with an auxiliary spring 11. The diameter of the variable orifice 6 through which oil within the shock absorber 5 passes may be changed over by an actuator (not shown) from a large value to a small value and vice versa. In the case where the orifice diameter is made large, the damping factor of the shock absorber 5 becomes small while in the case where the diameter of the orifice is made small, the damping factor becomes large. The rotation of the vehicle wheel 7 is transmitted through a wire 3c to the speed sensor 3 whereby a magnet 3b is rotated accordingly. The rotation of the magnet 3b switches on/off a lead switch 3a which then generates a pulse signal for the calculation of the vehicle speed. A vehicle height sensor 14 detects and measures the variation of the vehicle height of the vehicle body 4 transmitted through a rod arm 8, a rod 15, and a sensor arm 16 interconnected with each other as shown in Fig. 1. Figs. 2A and 2B show an arrangement of the steering wheel angle sensor 2 in which Fig. 2A shows a perspective view thereof and Fig. 2B shows a front view thereof illustrating the relationship of light switches 21, 22 and a circular slit plate 27 having a plurality of slits or apertures 24 circumferentially formed therethrough.. The light switches 21 and 22 respectively comprise a set of a photo-transistor 25 and an LED 26, each set forming a light switch called a photo-interrupter. With the slit plate 27 being rotated due to the steering operation of the stearing wheel of the car, the plate 27 traverses the light switches, whereby the light switche 21 or 22 is switched on while an aperture 24 of the plate 27 passes under the light switch 21 or 22, and is otherwise switched off while a mask portion 23 of the slit plate 27 between the apertures 24 passes under the light switch 21 or 22 to cause photo-interruption of the respective light sources. The plate 27 is mounted on a shaft 13 of a steering wheel 12 so as to rotate according to the rotation of the steering wheel 12. If the relationship between a lateral width T of the mask portion 23 or the aperture 24 in the slit plate 27 and the distance D of the transistors 25 is set so that 3/2T=D holds, the output pulse signals of the two light switches 21 and 22 will be mutually different in electrical angle by 90 o . Fig. 3 shows an arrangement of the vehicle height sensor 14 in which the rod 15 connects to the vehicle wheel 7 through the arm 8 and an arm 16 connecting the arm 15 and the sensor 14 rotates about point 14a depending on the variation of the vehicle height. The rotation of the arm 16 causes a slit plate 37 connected to the arm 16 to rotate. Light switches 34, 35, and 36 each formed of the photo-interrupter provide as outputs therefrom on/off signals in accordance with a pattern of photo passage or photo interruption generated by the rotation of the slit plate 37. In this embodiment, a 3-bit code signal is provided as an output at from terminals A, B, and C whereby the variation of the vehicle's height in the range of 2³=8 can be detected. The layout of vehicle height sensors 14a and 14b mounted on the vehicle body 4 is shown in Fig. 4 together with vehicle wheels 41, 42, 43, and 44. With the sensors 14a and 14b being thus mounted symmetrically in relation to the front and the rear wheels, not only variations in the vehicle's front height as well as the vehicle's rear height but also the presences of a body rolling in the lateral direction as well as a body pitching in the longitudinal direction can be detected simultaneously. It is obvious that if four vehicle height sensors are mounted respectively on the four wheels, then a more precise height information will be obtained compared with the case of two sensors as illustrated. One embodiment of calculating the vehicle's speed from the output of the vehicle's speed sensor 3 in the suspension system thus arranged will now be described. Fig. 5 shows an output waveform of the vehicle speed sensor 3. The on/off output signal of the lead switch 3awhich is waveform-shaped so as to filter therefrom chattering noises etc., has the following characteristic. First of all, a component due to a manufacturing precision such as eccentricity etc., of the magnet 3b, if four pulses per one rotation are provided as in this embodiment, may give rise to an error in each period of t1, t2, t3, and t4. Secondly, a second component is introduced due to rotational variations by the wire 3c as a function of time which gives rise to fluctuations in the generated pulse periods t1, t2, t3, ---, tn. Meanwhile, these pulses, even when including these errors or fluctuation, still provide exact rotational speed information per one rotation of the wire 3a or of the magnet 3b, because of the cause of the occurrences. Accordingly, in Fig. 5, even though t1 is not equal to t2 which is not equal to t3 which is not equal to t4, t1 is nearly equal to t5, t2 is nearly equal to t6, and tn is equal to tn+4 so that t10 is nearly equal to t11 which is nearly equal to t12. Accordingly, the optimum method of calculating the vehicle's speed with accuracy and with good responsiveness is to determine t10, t11, and t13 and then to calculate the vehicle speed from their inverse numbers. Alternatively, it is also possible to memorize t1, t2, t3 and t4, then to determine their average value, and then to determine the vehicle speed from the average value. Next, the average value of t2, t3, t4 and t5 are determined whereby the vehicle speed is determined from the average value. Thus, by the sequential determinations of the moving average values for the interval of t10, t11, t12,etc., the vehicle's speed during those intervals can be determined. This method realizes the calculation and determination of the vehicle's speed with accuracy and with good responsiveness. It is needless to say that such an averaging process calculation may readily be realized by employing a micro-computer as the control unit 1 by counting the periods of t1, t2, ---, tn each time pr edge of a pulse is inputed, and by storing in a memory the periods t1, t2, ---, tn. It is also needless to say that the calculation of the vehicle's speed per se must not necessarily be determined per one cycle of rotation but the average value of the periods for a number of cycles may be used for the various determination, the coordinates of a map for the determination, and the coordinates of the interpolation calculation for the map for the various determinations, in this invention. Fig. 6 shows waveforms SW1 and SW2 detected by the steering wheel angle sensor 2 shown in Figs. 1 and 2. The waveforms SW1 and SW2 are respectively provided as output pulse signals from the light switches 21 and 22 of the sensor 2 at a rate of one pulse each time the steering wheel 12 is rotated by 30 o , and have output pulse edges of a-c-a-c and b-d-b-d, respectively for the case where the steering wheel is rotated in the clockwise (C.W.) direction. It is to be noted that the period of these pulses corresponds to the rotating speed of the steering wheel 12. The time chart shown in Fig. 6 illustrates the case where the steering wheel is initially rotated in the clockwise direction at a uniform rate after which it is rotated in a counterclockwise (C.C.W.) direction at a uniform rate just after a pulse edge "a" of SW1 has risen. In the case of the C.W. rotation, by monitorizing the order in which the pulse edges are generated, i.e. a-b-c-d for C.W. rotation and a-d-c-b for C.C.W. rotation, a change in the of direction rotation can be detected. Furthermore, by measuring the intervals of the pulse edges from one pulse edge "a" to the next pulse edge "a", from one pulse edge"b" to the next pulse edge "b" and so on during the periods P1, P2, P3, P4, ---and so on as shown in Fig. 6, the variation of the steering wheel angular velocity can be continuously measured, and by integrating the angle of 30 o /4 per inter-pulse edges of a-b, b-c, and so on during the forward rotation, the total steering wheel angle can be detected. When the rotating direction of the steering wheel 12 is reversed from the C.W.direction to the C.C.W. direction, the respective change in the order of pulse edge generation from a-b-c-d to a-d-c-b is detected, thereby enabling to determine the direction of steering as well as the steering wheel angular velocity as derived from the edge intervals and the total steering wheel angle. Specifically, by detecting that the order in which the pulse edges are generated is a-d-c-b-a, it can be determined that the steering wheel's rotation is C.C.W. and by calculating the steering wheel angular velocity or the total steering wheel angle momently from the periods of P11, P12, P13, P14 and so on as shown in Fig. 6, it is possible to detect the steering wheel angular velocity and the steering wheel angle per se in the C.C.W. rotation as in the C.W. rotation. It is also needless to say that such a detection method and a calculation can be readily realized by employing a micro-computer, by counting the periods of the pulse edge intervals each time edges of pulses of SW1 and SW2 are inputed to the micro-computer, and by counting the passing frequency of the pulse edges and storing same in a memory. Thus, since the steering wheel angular velocity and the total steering wheel angle can be updated every 30 o /4, i.e., during the period P1, then the period P2, then the period P3, and so on in this embodiment, a highly accurate detection of the steering wheel angle having a good responsive can be achieved. It is to be noted that while this embodiment has been described with the steering wheel angle sensor 2 providing as an output therefrom one pulse each time the steering wheel is rotated by 30 o , such a steering wheel sensor may be of a type which issues one pulse per any number of degrees or may be an analog type which is also capable of detecting the direction of rotation. It is also to be noted that the acceleration sensor 17 may be of the type which provides as an output therefrom an analog signal representative of the acceleration of a vehicle in the lateral direction thereof or may be of the type which only indicates the presence or absence of the acceleration above a predetermined threshold value in the form of a code "1" or "0", respectively. The operation of the suspension system for an automobile thus arranged will now be described with reference to Fig. 7 showing a program flow chart stored in a memory of a micro-computer forming the control unit 1 of the embodiment of this invention in Fig. 1. The main routine of the electronic controlled suspension is started at Step 71. At Step 72, the present vehicle speed is calculated from the output of the vehicle speed sensor 3 using the calculation method described with reference to Fig. 5, namely, the average value of the periods of the vehicle speed pulses is determined and from this average value the vehicle speed is determined. At Step 73, a threshold value based on the steering wheel angular velocity and the vehicle's speed as calculated at Step 72 is calculated. This threshold value is selected such that the steering wheel angle can be judged to be a sharp steering operation for a low vehicle's speed as well as for a slow steering operation to some extent for a high vehicle speed. At Step 74, a comparison is made between the above threshold value (judging value) of the steering wheel angular velocity and the present steering wheel angular velocity, and it the steering wheel angular velocity is larger than the threshold value, indicating that the vehicle begins to turn sharply, the program proceeds to Step 75 whereby operations for changing over the suspension to the "HARD" mode will be executed. Namely, at Step 75, an initial value is set in a first timer not shown but included in the control unit 1 which is supposed to count down per a predetermined time interval and to be clipped at zero count by a timer routine (not shown). For example, if a count value corresponding to 2 seconds is set in the timer, the timer is counted down per e.g. 10 ms whereby the count value becomes zero in 2 seconds at which time it is determined as "count-over". At Step 76, the suspension is made "HARD" and then the program returns to the start at Step 71. It is to be noted that since conventional electronic controlled suspension systems make the judgement of the commencement of a turning based only on above steps, the suspension characteristic at the time of going into the turning mode is made "HARD", after which it will be necessarily restored to "SOFT" when the first timer has completed its count regardless of the duration of the turning. However, in this invention, even though the answer condition at Step 74 is not "yes", the "HARD" mode is retained until the judgements of the completion of the turning according to Step 82 and the following Steps have been made, resulting in the elimination of the disadvantage of restoratinf to the "SOFT" mode in the course of the turning operation. There is an additional method of judging the commencement of the turning following the method described referring to Step 74, as will be described in the following embodiment. At Step 77, the steering direction is confirmed, and at Step 78 the rolling direction which is expected from the steering direction is calculated. At Step 79, the outputs or the average value of the outputs of the vehicle height sensors 14 mounted on four wheels or only the front and rear wheels on the diagonal line is confirmed. For example, in the case of the right turning, the vehicle is rolled in the left-hand direction. In this case, the height of the vehicle's right front wheel is extended while the height of the vehicle's left rear wheels is reduced so that the outputs of the vehicle height sensors 14 are mutually displaced in the opposite directions. Therefore, it is judged that if the outputs of the vehicle height sensors 14 on the diagonal line or the average values thereof have a variation in the opposite directions and indicate the same rolling direction as that expected from the steering direction determined from the steering wheel angle sensor 2, the turning has commenced. If it is judged at Step 80 that the vehicle is rolling in the expected direction, the program proceeds to Step 75 in which the suspension characteristic is made "HARD" as mentioned above. Otherwise, the program goes to the next Step 81. There is still an additional method of judging the commencement of the turning, as will be described hereinbelow. The acceleration sensor 17 is used to detect the acceleration of the vehicle in the lateral direction, whereby when an acceleration value G exceeds a first (higher) prescribed value, the commencement of the turning is judged. For this purpose, at Step 81 it is checked whether or not the higher prescribed value G is exceeded, and if it is exceeded, then it is judged that the turning has commenced whereby the program proceeds to Step 75 where the control unit 1 causes the suspension characteristic to change to be "HARD" as above noted. Otherwise, the program proceeds to the next Step 82. Thus, at Steps 73-81 which will be together referred to as Step 90 enclosed by a dotted line, if any of the above conditions on the commencement of the turning is met, the first timer is preset at Step 75 and the suspension characteristic is made "HARD". Also, if any of the conditions is met continuously, then the first timer is always preset to change over the spring characteristic and the damping force of the suspension into the "HARD" mode. If not met continuously, the first timer will not be preset, the first timer is counted down per a predetermined time interval and counted down to zero when a prescribed time interval has lapsed, thereby being clipped, as mentioned before. Of course, if none of the above conditions is met, the suspension characteristic is maintained "SOFT" and the timer remains reset at a zero count. Next, one embodiment of a judging method of the completion of the turning will be described. If the commencement of the turning has already been determined by the steering wheel angular velocity or by the rolling direction coincident with the steering direction, the steering direction which has caused the commencement of the turning can be stored in the memory. On the basis of this stored steering direction, the present steering direction is confirmed. Namely it is confirmed at Step 82 whether or not the present steering direction has reversed. If it is determined that the steering direction has not reversed, the program proceeds to Step S1 without doing anything. In this case, it is determined that the turning mode has not been completed. If reversed, it is confirmed at Step 83 whether or not the steering wheel has been returned by a predetermined angle or more in the reverse direction, or whether or not the steering wheel has been returned at a predetermined rate or more in the reverse direction. If either one of both conditions is met, it is determined that the turning has been completed, and at Step 84 it is checked whether or not the first timer has counted over. If "yes", the suspension characteristic is restored to "SOFT" at Step 89 and then the program returns to Step 71. If none of the above mentioned both conditions are met, it is deemed during the turning that the conditions are still being checked while it is deemed outside of the turning that the conditions remain unchanged and the program proceeds to the predetermined step. Another determining method of the completion of the turning will be described hereinbelow. If the outputs of the vehicle height sensor 14 mounted on the diagonal line of the front and rear wheels or the average values thereof coincide with each other, it indicates that the vehicle rolling due to the turning has ceased, so that it can be determined that the turning has been completed. Namely, at Step 85, the outputs of the sensors 14 or the average values thereof are read in, and if it is determined at Step 86 that the outputs of the sensors 14 do not coincide with each other indicating that the rolling has not ceased, the program proceeds to the next step with the suspension characteristic being maintained "HARD". On the other hand, if it is determined that the outputs of the sensors 14 coincide with each other indicating that the rolling has ceased, the turning mode is determined to be completed and the program proceeds to Step 84. Step 84 and the following steps are as mentioned above. A still further determining method of the completion of the turning will be described. It is checked at Step 87 whether or not the G value of the vehicle is smaller than a second prescribed G value which is lower by a desired value than the first prescribed value used for the determination of the commencement of the turning. If the former is found to be smaller than the latter, it is determined that the turning has been completed, and the program proceeds to Step 84. Otherwise, the program proceeds to the next step 88. It is to be noted that the determination of the first and second prescribed G values can be made by using multi-determination points in the case of an analog type G sensor and that also in the case of a G sensor of a single output type (0,1) the hysteresis may be set to a desired value such that a point at which the output of the G sensor is turned on corresponds to the first prescribed G value and a point at which the output of the G sensor is turned off corresponds to the second prescribed G value. Next, still additional method of determining the completion of the turning will be described hereinbelow. At Step 88, if it is determined that the vehicle speed has become lower than the prescribed value, for example, the vehicle has stopped, then it may be considered that the turning or the rolling due to the turning has been completed, and therefore, the program proceeds to Step 84. Otherwise, the program returns to Step 71 of "start". The effect of the first timer will now be described. In such a case where the vehicle runs on a road in a slalom fashion and the suspension characteristic is repeatedly changed over between the "HARD" and "SOFT" modes in short time intervals, it is desirable that the suspension characteristic remains "HARD" continuously, in which case it is not necessary to consider the durability of the change-over mechanism. Therefore, the suspension characteristic is not changed over to the "SOFT" mode until the first timer is counted over even if the determination of the completion of the turning has been made. Also, if the setting time of the first timer is modified to a programmed desirable value according to information from various sensors indicative of the operating condition of a vehicle such as vehicle information of the vehicle height sensor, G information of the acceleration sensor, gear position information of the transmission, braking information, and information of a throttle opening sensor, the change-over timing between the "HARD" and the "SOFT" modes and the change-over frequency can be programmed in the optimum condition, advantageously resulting in a comfortable and durable suspension. It is to be noted that while in the flow chart shown in Fig. 7 all of the determinations of the commencement and the completion of the turning have been described according to the OR operation, any of the combinations falling within the scope of the appended claims may be utilized. As above described, in the suspension system of an automobile of this invention of a simple arrangement in which the commencement of the turning is determined by a turning commencement determining means to change over the suspension characteristic to the "HARD" mode and the completion of the turning is determined by a turning completion determining means to change over the suspension characteristic to the "SOFT" mode, a stable running performance is available regardless of the status of the curve of a road while a riding comfort in a normal running condition is compatibly available. Also according to this invention, with a simple arrangement in which the "HARD" mode is retained, if a time interval from the determination of the commencement of the turning to the determination of the completion of the turning is shorter than a predetermined time interval which is changeable according to various information indicative of the operating condition of the vehicle, a stable running performance is available regardless of the status of the curve of a road, and unnecessary excessive change-overs between the "HARD" and the "SOFT" modes can be advantageously precluded.

Claims: A suspension system for an automobile (4) comprising a suspension (9) having variable characteristics, whereby the system comprises a vehicle speed sensor (3) for detecting the speed of the vehicle's wheels (7), a steering wheel sensor (2) for detecting the steering condition of the vehicle's steering wheel (12), and a first means (1) for detecting the commencement of the turning of the vehicle (4) on the basis of the vehicle wheel speed signal supplied from said vehicle speed sensor (3) and the steering angular velocity supplied from said steering wheel sensor (2) and for changing over the suspension characteristic to a first hard condition value (76) when the steering angular velocity exceeds a threshold value (74); characterised in that said suspension system comprises a plurality of vehicle height sensors (14a,14b) for measuring the variation of the height of the vehicle body (4) with respect to the vehicle's wheels (7) at least one sensor (14a,14b) being mounted on each side of the vehicle body thereby enabling vehicle roll to be detected; and in that said suspension system comprises a second means (1) for detecting the completion of the turning of the vehicle on the basis of the vehicle height signals supplied from said vehicle height sensors (14a,14b) and for changing over the suspension characteristic to a second soft condition value when the vehicle rolling has ceased. A suspension system for an automobile as claimed in claim 1 further comprising: an acceleration sensor (17) for detecting the acceleration of the vehicle in the rightward or leftward direction of the vehicle; wherein said first means (1) additionally detects the commencement of the turning on the basis of the output signal from said acceleration sensor (17) to change over the suspension characteristic to the first desirable value. A suspension system for an automobile as claimed in claim 2 wherein said acceleration sensor (17) is capable of detecting two or more accelerations in the same direction, and said second means (1) additionally detects the completion of the turning on the basis of the output signal from said acceleration sensor being indicative of a higher acceleration to change over the suspension characteristic to the second desirable value. A suspension system for an automobile as claimed in either of claims 2 and 3 wherein said second means (1) additionally detects the completion of the turning on the basis of at least one of the vehicle's speed supplied from said vehicle speed sensor (3), and the steering wheel angle (2) supplied from said steering wheel sensor, the steering direction supplied from said steering wheel sensor (2) to change over the suspension characteristic to the second desirable value. A suspension system for an automobile as claimed in any of the preceding claims wherein said vehicle height sensors (14) consist of two sensors (14a,14b) disposed in a diagonal line to the front (41,42) and the rear (43,44) wheels. A suspension system for an automobilie as claimed in claim 4 wherein said second means (1) determines the completion of the turning when the vehicle speed is lower than a prescribed value. A suspension system for an automobile as claimed in any one of the preceding claims, further comprising a third means (1) for retaining the suspension characteristic at a desirable value for a predetermined time interval when the time interval from the detection of the commencement of the turning to the detection of the completion of the turning is shorter than said predetermined time interval. A suspension system for an automobile as claimed in claim 7 wherein said predetermined time interval is variable according to the outputs signal from said sensor indicative of the operating condition of the vehicle. A suspension system for an automobile as claimed in any one of the preceding claims, wherein said suspension has shock absorbers with a damping force which can be changed over. A suspension system for an automobile as claimed in any oone of the preceding claims, wherein said suspension has springs with a spring rate which can be changed over. A suspension system for an automobile according to any one of the preceding claims, wherein the commencement of turning is also determined in dependence upon information provided by the vehicle height sensor (14).

Inventors: KUMAGAI, NAOTAKE C/O JOYOSHA GIJUTSU CENTER, MARUYAMA, MITSUNORI C/O JOYOSHA GIJUTSU CENTER, OSHIMA, SHUNZOU C/O JOYOSHA GIJUTSU CENTER, SHIMOMURA, SETSUHIRO HIMEJI WORKS, TATEMOTO, MINORU C/O JOYOSHA GIJUTSU CENTER, WADA, SHUNICHI HIMEJI WORKS
Applicants: MITSUBISHI DENKI KABUSHIKI KAISHA, MITSUBISHI JIDOSHA KOGYO KABUSHIKI KAISHA
Application year: 1985
Main classification: B60G17
IPC codes: B60G17