ATTITUDE CHANGE SUPPRESSIVE VEHICULAR HEIGHT REGULATION SYSTEM

Abstract: A vehicular height regulation system performs attitude change suppressive suspension control for equalized magnitude at respective of front and rear wheels. For performing equalized magnitude not only for the front suspension systems, the vehicular height control system includes a pair of actuator means (4FL, 4FR, 4RL, 4RR) associated with respective of rear-left and rear-right wheels, which actuator means are operable independently of each of other.

Description: The present invention relates to an attitude change suppressive vehicular height regulation system as it is used in vehicle for height regulation. EP-A-0 249 246 describes an attitude change suppressing vehicle height regulation system comprising: a) a plurality of suspension members, b) a plurality of pressure means each one associated to a suspension member, each pressure means including a variable pressure chamber; c) a plurality of actuator means each one associated to a pressure means; d) a sensor arrangement; and e) a controller receiving the signals from said sensor arrangement and deriving control signals therefrom which are supplied to said actuator means for suppressing attitude changes of said vehicle. The sensor arrangement comprises an acceleration detector. In a first embodiment, this detector monitors a lateral acceleration and a controller is responsive to the lateral acceleration indicative signal to perform rolling suppressive active suspension control. In an alternative embodiment, the detector monitors a pitching acceleration and the controller is responsive to the pitching acceleration indicative signal to perform pitching suppressive active suspension control. The system of the prior art has the disadvantage that it is only able to react against either pitching or rolling forces. It is an object of the present invention to provide an attitude change suppressive vehicular height regulation system with improved reaction against pitching, rolling, and, additionally, lifting. The system of the present invention has the above mentioned features a) to e) and it is characterized in that said sensor arrangement is arranged to provide sensor signals, indicating the actual magnitudes of vehicular pitching, rolling and lifting, respectively; target setting means are provided for setting target magnitudes of vehicular pitching, rolling and lifting, respectively; and said controller comprises: a pitch control means receiving the difference between said actual and said target magnitudes of vehicular pitching; a roll control means receiving the difference between said actual and said target magnitudes of vehicular rolling; a lift control means receiving the difference between said actual and said target magnitudes of vehicular lifting; and a plurality of combining means, each one associated to an actuator means, for combining the output signals from said three control means in a predetermined way for suppressing pitching, rolling, and lifting. The present invention will be understood more fully from the detailed description given herebelow and from the accompanying drawings of the preferred embodiment of the invention, which, however, should not be taken to limit the invention to the specific embodiment but are for explanation and understanding only. In the drawings: Fig. 1 is a block diagram of the preferred embodiment of avehicular height regulation system according to the invention; and Fig. 2 is a block diagram of the modification of the preferred embodiment of the vehicular height regulation system of Fig. 1. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, particularly to Fig. 1, the preferred embodiment of a vehicular height regulation system, according to the present invention, includes fluid actuators 4FL, 4FR, 4RL and 4RR respectively associated with front-left, front-right, rear-left and rear-right suspension systems which are disposed between a vehicular body 2 and road wheels. Each actuator may comprise a hydraulic actuator, pneumatic actuator or hydropneumatic actuator and so forth, and typically comprises pneumatic actuator associated with shock absorber for defining a pneumatic chamber connected to a pneumatic pressure source, typically a pressurized air source, for example. The actuators 4FL, 4FR, 4RL and 4RR are connected to a pressurized fluid source via pressure control valves 6FL, 6FR, 6RL and 6RR. The pressure control valves 6FL, 6FR, 6RL and 6RR are connected to a control unit 30 for varying valve position according to pressure control signals from the latter for adjusting the fluid pressure in the actuators 4FL, 4FR, 4RL and 4RR. In order to monitor the relative distance between the vehicular body 2 and the road wheels at respective front-left, front-right, rear-left and rear-right suspension systems, stroke sensors 10FL, 10FR, 10RL and 10RR are provided for respective suspension systems. The stroke sensors 10FL, 10FR, 10RL and 10RR are designed for monitoring strokes of relative displacement at respective front-left, front-right, rear-left and rear-right suspension systems and producing respective front-left, front-right, rear-left and rear-right stroke indicative signals Ss FL , Ss FR , Ss RL and Ss RR . The control unit 30 has an arithmetic circuit 32 which receives the front-left, front-right, rear-left and rear-right stroke indicative signals Ss FL , Ss FR , Ss RL and Ss RR and deriving magnitude of attitude change of the vehicular body 2. In the shown embodiment, the arithmetic circuit 32 is so designed as to derive vehicular body pitching magnitude, rolling magnitude and lifting magnitude. Respective of the pitching magnitude L PITCH , rolling magnitude L ROLL and lifting magnitude L LIFT are derived through the following equations: L PITCH = {(Ss FL + Ss FR )/2} - {(Ss RL + Ss RR )/2} L ROLL = {(Ss FR + Ss RR (/2} - {(Ss FL + Ss RL )/2} L LIFT = Ss FL , Ss FR , Ss RL , Ss RR The control unit 30 also has a target setting circuit 34, for which target strokes Ts FL , Ts FR , Ts RL and Tr RR of respective front-left, front-right, rear-left and rear-right suspension systems are set. The target setting circuit 34 is designed for arithmetically deriving target pitching magnitude T PITCH , target rolling magnitude T ROLL and target lifting magnitude T LIFT . The target pitching magnitude indicative signal T PITCH is fed an adder 40P which is, in turn connected to a pitching control circuit 36P. Similarly, the target setting circuit 34 outputs the target rolling magnitude indicative signal T ROLL to an adder 40R which is, in turn, connected to a rolling control circuit 36R. The target setting circuit 34 is further connected to an adder 40L to feed the target lifting magnitude indicative signal T LIFT , which adder is, in turn, connected to a lifting control circuit 36L. The adders 40P, 40R and 40L also receive the pitching magnitude indicative signal L PITCH , the rolling magnitude indicative signal L ROLL and the lifting magnitude indicative signal L LIFT respectively in order to deriving differences ΔL PITCH , ΔL ROLL and ΔL LIFT . The adders 40P, 40R and 40L output the difference indicative signals ΔL PITCH , ΔL ROLL and ΔL LIFT to integrator circuits 42P, 42R and 42L. Respectively of the integrator circuits 42P, 42R and 42L are provided transfer function G {= 1/(Ti x S)} (where Ti: integration period, S: stroke difference as derived through the adders 40P, 40R and 40L S P , S R and S). Therefore, respective integrator circuits 42P, 42R, 42L performs operation for deriving difference dependent demand pressure values P DM , R DM and L DM on the basis of the difference indicative signals ΔL PITCH , ΔL ROLL and ΔL LIFT and the transfer function G. The integrator circuit 42P is connected to coefficient circuits 44PF and 44PR respectively provided coefficients α PF and α PR . The coefficient circuits 44PF and 44PR thus derives front and rear pitching control signals C PF and C PR by multiplying the difference dependent demand pressure value P DM with respective coefficients α PF and α PR . Similarly, the integrator circuit 42R is connected to coefficient circuits 44RF and 44RR. The coefficient circuits 44RF and 44RR are provided coefficients α PF and α PR similarly to the coefficient circuits 44RF and 44RR. These coefficient circuits 44RF and 44RR multiplies the difference dependent demand pressure value R DM with the coefficients α PF α PR to derive front and rear rolling control signals C RF and C RR . Also, the integrator circuit 42L is connected to coefficient circuits 44LF and 44LR. The coefficient circuits 44LF and 44LR are provided coefficients α PF and α PR similarly to the coefficient circuits 44LF and 44LR. These coefficient circuits 44LF and 44LR multiplies the difference dependent demand pressure value L DM with the coefficients α PF and α PR to derive front and rear lift control signals C LF and C LR . Three terminal adders 38FL, 38FR, 38RL and 38RR are provided in the control unit 30. The adder 38FL has inverting input terminal connected to the coefficient circuit 44PF of the rolling control circuit 36R. Also, the adder 38FL has another two non-inverting terminals connected to the coefficient circuits 44PF and 44LF. Therefore, the adder 38FL adds the front pitching control signal C PF and the front lift control signal C LF and subtract therefrom the rolling control signal C RF for deriving a front-left stroke control signal S FL . The adder 38FR has three non-inverting terminals respectively connected to the coefficient circuits 44PF, 44RF and 44LF for deriving sum of the pitching control signal C PF , C RF and C LF for deriving the front-right stroke control signal S FR . The adder 38RR has an inverting terminal connected to the coefficient circuit 44PR of the pitching control circuit 36P and another two non-inverting terminals connected to the coefficient circuits 44RR and 44LR. Therefore, the adder 33RR derives sum of the rear rolling control signal C RR and the rear lifting control signal C LR and subtract therefrom the rear pitching control signal C PR for deriving the rear-right stroke control signal S RR . Furthermore, the adder 38RL has two inverting terminals connected to the coefficient circuits 44P and 44R for receiving inverted rear pitching control signal C PR and rear rolling control signal C RR and have a non-inverting terminal connected to the coefficient circuit 44LR. Therefore, the adder 38RL subtracts the rear pitching control signal C PR and the rear rolling control signal C RR from the rear lifting control signal C LR for deriving the rear-left stroke control signal S RL . Here, assuming heavy load, such as luggage, is loaded on the right-side of the vehicle to cause lowering the vehicular height to the right-side of the vehicle, and assuming the target rolling magnitude indicative signal T ROLL set through the target setting circuit 34 is zero (0), the rolling magnitude L ROLL derived by the arithmetic circuit 32 is compared with the target rolling magnitude T ROLL in the adder 40R of the rolling control circuit 36R. The adder 40R thus derives the difference ΔL ROLL . At this time, since the vehicular body rolls to lower the right side. Therefore, the value of the rolling magnitude indicative signal L ROLL becomes negative. As a result, the difference ΔL ROLL derived in the adder 40R becomes positive value, value of which is variable depending upon the magnitude of vehicular rolling. The difference ΔL ROLL as the output of the adder 40R is integrated by the integrator circuit 42R. The integrator 42R thus output the difference dependent demand pressure value R DM . The output R DM of the integrator circuit 42R is multiplied by coefficients α RF and α RR by the coefficient circuits 44RF and 44RR. The coefficient circuits 44RF and 44RR thus output the front and rear rolling control signals C RF and C RR . These front and rear rolling control signals C RF and C RR are fed to the adders 38FL, 38FR, 38RL and 38RR. In the adders 38FL, 38FR, 38RL and 38RR, the front and rear rolling control signals C RF and C RR are combined with the front and rear pitching control signals C PF and C PR and the front and rear lifting control signals C LF and C LR . The adders 38FL, 38FR, 38RL and 38RR thus output the stroke control signals S FL , S FR , S RL and S RR . Here, assuming vehicular pitching and lifting is ignored, anti-rolling control can be performed by supplying the stroke control signals S FL , S FR , S RL and S RR containing the rolling control signals C RF and C RR , to the front-left, front-right, rear-left and rear right pressure control valves 6FL, 6FR, 6RL and 6RR. Since the positive values of front and rear rolling control signals C RF and C RR are supplied to the inverting terminal of the adders 38FL and 38RL and to the non-inverting terminal of the adders 38FR and 38RR. Therefore, the stroke control signals S FL and S RL becomes negative to operate the front-left and rear-left pressure control valves 6FL and 6RL for reducing the fluid pressure in the front-left and rear-left actuators 4FL and 4RL. On the other hand, since the stroke control signals S FR and S RR for the front-right and rear-right pressure control valves 6FR and 6RR are positive, these pressure control valves are operated to increase the fluid pressure in the front-right and rear-right actuators 4FR and 4RR. By this the vehicular rolling magnitude can be reduced. Since the integrator circuit 42R continues output of the difference indicative signal ΔL ROLL until the difference between the rolling magnitude indicative signal value L ROLL and the target rolling magnitude T ROLL becomes zero. Therefore, the rolling magnitude can be suppressed at the target rolling magnitude. With the shown construction, since the coefficient circuits 44RF and 44RR are set the coefficients α RF and α RR for adjusting distribution of load, it becomes possible to obtain optimal load distribution by appropriately setting the coefficients α RF and α RR . For instance, when the coefficients α RF and α RR are set at the equal value to each other, even rate load distribution can be obtained. This eliminate difference of wheel load between the front and rear wheels and thus eliminate influence for the vehicular cornering characteristics. Furthermore, with the shown construction, steering characteristics in left-hand steering and right-hand steering becomes even for providing improved drivability of the vehicle. Similar control is performed in response to vehicular pitching or lifting. Namely, in case of anti-pitching control, since the front pitching control signal C PF is supplied to the non-inverting terminals of the adders 38FL and 38FR and the rear pitching control signal C PR is supplied to the inverting terminal of the adders 38RL and 38RR. Polarities of the stroke control signals S FL , S FR and S RL , S RR become opposite. For instance, when load is applied to lower the rear side of the vehicular body to cause pitching, the value of the difference indicative signal ΔL PITCH becomes negative. Therefore, the fluid pressure in the front-left and front-right actuators 4FL and 4FR is decreased and the fluid pressure in the rear-left and rear-right actuators 4RL and 4RR is increased to decrease magnitude of vehicular pitching. Lifting control is performed when the level of the overall vehicular body is lowered. In the lifting control, magnitude of lowering of the vehicular body is derived by arithmetic circuit 32L of the lifting control circuit 36L. The lifting magnitude indicative signal L LIFT output from the arithmetic circuit 32L is compared with the target lifting magnitude T LIFT in the adder 40L. Since the vehicular body is lowered, positive value of the difference indicative signal ΔL LIFT is output from the adder 40L. Therefore, positive value of the stroke control signals S FL , S FR , S RL and S RR are output from respective adders 38FL, 38FR, 38RL and 38RR for increasing the fluid pressure in respective actuators 4FL, 4FR, 4RL and 4RR. Therefore, the vehicular height level is maintained at a regular level. In the anti-pitching control and lifting control, the coefficients α PF , α PR and α LF , α LR can be set independently of each other. However, it is preferred to set these coefficients α PF , α PR and α LF , α LR so that anti-pitching control and lifting control may not interfere to each other. In the practical control, anti-rolling control signal, anti-pitching control signal and lifting control signal are input to the adder for deriving the stroke control signal. Therefore, the stroke control signal is derived with including the anti-rolling component, anti-pitching component and lift control component. Since the vehicular body behaviour or attitude change is generally caused in rolling, pitching and lifting, the stroke control signal derived with including all of the anti-rolling component, anti-pitching component and lift control component will be effective for stabilizing the vehicular body attitude. It should be appreciated though the shown embodiment solely employs an integration circuits in respective of the anti-rolling control circuit 36R, anti-pitching control circuit 36P and the lifting control circuit 36L, an ON/OFF switching element for selectively performing anti-rolling control, anti-pitching control and the lifting control can also be employed in the control circuits. Furthermore, it may be possible to further include a proportional element in parallel to the integration circuit for establishing PI control. In such case, the presence of the proportional element will prevent the control from causing hunting or cycling and thus will provide stability in suspension control. Fig. 2 shows the second embodiment of the vehicular height regulation system according to the present invention./ As will be seen from Fig. 1, the shown system incorporates modification from the system of Fig. 1. In this embodiment, the integrator circuits 42R, 42P and 42L of the anti-rolling control circuit 36R, the anti-pitching control circuit 38P and the lifting control circuit 38L are replaced with integrator circuits 46R, 46P and 46L. These integrator circuits 46R, 46P and 46L are provided transfer function G {= 1 + 1/(Ti x S) + Td x S} (Td: differentiation period), which is different from that of the integrator circuit in the former embodiment. As can be seen herefrom, the transfer function provided for the integrator circuit 46R, 46P and 46L includes proportional element, integration element and differentiation element. This embodiment provides equivalent vehicular attitude stabilization performance with maintaining satisfactorily high cornering stability. In addition, in the shown embodiment, higher response characteristics and higher stability in height control can be obtained. Furthermore, in the transfer function, the proportional element serves for adjusting pitching resistance, rolling resistance and lifting resistance and the differentiation element serves for adjusting damping characteristics against rolling, pitching and lifting. Therefore, the actuator may perform equivalent function to the suspension coil spring, suspension damper and stabilizer. Therefore, if desired, these coil spring, damper and/or stabilizer can be removed from the vehicular suspension system for simplification of the construction of the suspension system. While the present invention has been disclosed in terms of the preferred embodiment in order to facilitate better understanding of the invention, it should be appreciated that the invention can be embodied in various ways without departing from the principle of the invention. Therefore, the invention should be understood to include all possible embodiments and modifications to the shown embodiments which can be embodied without departing from the principle of the invention set out in the appended claims. For example, though the foregoing embodiments employs four stroke sensors for monitoring vehicular height level at positions of respective suspension systems, it may be possible to perform three sensors respectively monitoring front-left, front-right and rear average height levels. In such case, the vehicular pitching magnitude may be derived as a difference of the average value of the sensor signals of front-left and front-right sensors and the sensor signal value of the rear sensor. The rolling magnitude is derived by a difference of the sensor signals of the front-left and front-right sensors. The lifting magnitude is derived as average value of the sensor signals of the three sensors.

Claims: 1. An attitude change suppressing vehicle height regulation system comprising: a) a plurality of suspension members, b) a plurality of pressure means (4FR, 4FL, 4RR, 4RL) each one associated to a suspension member, each pressure means including a variable pressure chamber; c) a plurality of actuator means (6FR, 6FL, 6RR, 6RL) each one associated to a pressure means; d) a sensor arrangement (10FR, 10FL, 10RR, 10RL, 32); and e) a controller (30) receiving the signals from said sensor arrangement and deriving control signals therefrom which are supplied to said actuator means for suppressing attitude changes of said vehicle, characterized in that said sensor arrangement is arranged to provide sensor signals (LPITCH, LROLL, LLIFT) indicating the actual magnitudes of vehicular pitching, rolling and lifting, respectively; target setting means (34) are provided for setting target magnitudes (TPITCH, TROLL, TLIFT) of vehicular pitching, rolling and lifting, respectively; and said controller (30) comprises: a pitch control means (36P) receiving the difference between said actual and said target magnitudes of vehicular pitching; a roll control means (36R) receiving the difference between said actual and said target magnitudes of vehicular rolling; a lift control means (36L) receiving the difference between said actual and said target magnitudes of vehicular lifting; and a plurality of combining means (38FR, 38FL, 38RR, 38RL), each one associated to an actuator means, for combining the output signals from said three control means in a predetermined way for suppressing pitching, rolling, and lifting. 2. A system according to claim 1, characterized in that each of said three control means (36P, 36R, 36L) comprises a transfer function means (42P, 42R, 42L) having an integrating and/or a proportional and/or a differentiating characteristic. 3. A system according to one of the claims 1 or 2, characterized in that at least one of said three control means (36P, 36R, 36L) comprises two coefficient multipliers (44PR, 44PF; 44RF, 44RR; 44LR, 44LF) for multiplying the output signal from said transfer function means (42P, 42R, 42L), whereby said control means provides two output signals. 4. A system according to one of the claims 1 to 3, characterized in that said sensor arrangement comprises: at least three stroke sensors (10FR, 10FL, 10RR, 10RL), each one associated to a suspension member; and an arithmetic circuit (32) for calculating said sensor signals (L PITCH , L ROLL , L LIFT ). 5. A system according to one of the claims 1 to 4, characterized in that said target setting means comprises a target setting circuit (34) for calculating said target magnitudes (T PITCH , T ROLL , T LIFT ) fomr target stroke signals (TS FL , Ts FR , Ts RL , Ts RR ) supplied as input signals. 6. A system according to one of the claims 1 to 5, characterized in that each of said combining means is a three terminal adder (38FR, 38FL, 38RR, 38RL) for adding and/or subtracting the output signals from said three control means (36P, 36R, 36L).

Inventors: AKATSU, YOHSKE, FUJIMURA, ITARU, FUKUNAGA, YUKIO, FUKUSHIMA, NAOTO, SATO, MASAHARU
Applicants: NISSAN MOTOR CO., LTD.
Application year: 1989
Main classification: B60G17
IPC codes: B60G17