Abstract:
The present invention relates to a land vehicle suspension in which a plurality of wheel and hub assemblies (10,11,12,13) are each connected to the body of the vehicle by one of a plurality of actuators (26,27,28,29). The operation of each actuator (26,27,28,29) is controlled by an electronic or electrical processor (100). The processor (100) operates in response to signals received from a plurality of sensors which generate output signals indicative of the attitude of the vehicle body and forces on the body; e.g. a yaw gyrometer (200), a lateral accelerometer (300), a longitudinal accelerometer (400), a steering angle sensor (500), a vehicle speed sensor (600), load cells (45,46,47,48), hub accelerometers (49,50,51,52) and L.V.I.T.&#39;s (53,54,55,56). The processor (100) detects failure of a sensor and a detection of the failure of the sensor operates in response to the remaining functioning sensor or functioning sensors of the plurality of sensors. Preferably the processor replaces the output signal of the failed sensor with a signal derived from an output signal of a functioning sensor or output signals of functioning sensors.

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to vehicle suspension systems and more particularly to vehicle suspension system in which a plurality of wheel and hub assemblies are each connected to the body of a vehicle by one of a plurality of actuators and the operation of each actuator is controlled by an electronic or electrical processor. 
     Suspension systems according to the invention have been described as &#34;active&#34; suspension systems, Such suspension systems are well known and have been described in patent applications such as European patent publication Nos. 0114757 and 0190944. 
     It is a problem with an active suspension system to control the suspension system upon failure of one of the sensors. Obviously, it is very undesirable for the suspension system to fail completely on failure of a sensor. This can be highly dangerous in a situation where the vehicle is manoeuvering at high speed and can lead to accidents. 
     In fly-by-wire systems in aircraft generally several identical control systems are run in parallel and the output of each control system is checked against the output of the others. If one control system has a different output from the others then it is assumed to be faulty and therefore shut down. The costs of such an approach and the limited space in a motor vehicle make the approach impractical for controlling a land vehicle suspension system. 
     SUMMARY OF THE INVENTION 
     The present invention provides a land vehicle suspension system in which a plurality of wheel and hub assemblies are each connected to the body of the vehicle by one of a plurality of actuators and the operation of each actuator is controlled by an electronic or electrical processor in response to signals received from a plurality of sensors which generate output signals indicative of the attitude of the vehicle body and the forces on the body, wherein the processor has failure detection means for detecting failure of a sensor and on detection of the failure of the sensor replaces the output signal of the failed sensor with a replacement signal and operates in response to the replacement signal and the output signal or output signals generated by a functioning sensor or functioning sensors of the plurality of sensors. 
     Preferably the processor on detection of failure of a sensor replaces the output signal generated by the failed sensor with a replacement signal derived from an output signal or output signals generated by a functioning sensor or sensors of the plurality of sensors. 
     In this specification the word derives should be construed such that it includes calculation of a replacement signal as a function of one other signal, calculation of a replacement signal as a function of a plurality of other signals, simple replacement of a failed sensor&#39;s signal with the signal generated by another sensor, filtering of a signal to produce a replacement signal and differentiating or integrating a signal to produce a replacement signal. 
     Preferably the processor generates control signals to control the actuators in response to signals received from a plurality of sensors comprising two or more of a sensor for measuring lateral acceleration of the vehicle, a sensor for measuring the longitudinal acceleration of the vehicle, a sensor for measuring the speed of the vehicle, sensors for measuring the loads transmitted from the actuators to the vehicle body, sensors for measuring the extension and contraction of the actuators, and a sensor for measuring the yaw rate of the vehicle, and when the failure detections means detects failure of one or more of the sensors for measuring; the lateral acceleration of the vehicle; the longitudinal acceleration of the vehicle; loads transmitted to the vehicle body; or the extensional and contraction of the actuators; the processor replaces the output signal of the failed sensor or sensors with a replacement signal or replacement signals derived from an output signal or output signals generated by a functioning sensor or functioning sensors of the plurality of sensors. 
     It will be seen that the present invention therefore provides an active suspension system which does not fail completely upon failure of one of the sensors of the system. 
    
    
     BRIEF DESCRIPTION OF THE DRAWING 
     The accompanying drawing schematically shows a vehicle suspension system according to the invention. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     In the drawing there can be seen four wheel and hub assemblies 10, 11, 12 and 13. The wheel and hub assemblies 10, 11, 12 and 13 are respectively mounted to the vehicle body by suspension arms 14, 15, 16 and 17 which are pivotally attached to the vehicle body. The suspension arms 14, 15, 16 and 17 are also pivotally connected respectively to linkages 18, 19, 20 and 21. The linkages are connected to the pistons 22, 23, 24 and 25 within actuators 26, 27, 28 and 29. Road springs 60, 61, 62 and 63 act in parallel with the actuators to support the vehicle body. 
     Each of the actuators 26, 27, 28 and 29 has a lower chamber A and an upper chamber B. The lower chambers A of the actuators 26, 27, 28 and 29 are permanently connected to a source of pressurised fluid 34 by hydraulic lines 30, 31, 32 and 33. 
     The upper chambers B of the actuators 22, 23, 24 and 25 are connected by hydraulic lines 35, 36, 37 and 38 to servo-valves 39, 40, 41 and 42. The servo-valves can each connect an upper chamber B to either the source of pressurised fluid 34 or to one of the two exhausts for pressurised fluid 43 and 44. In practice the exhausts for pressurised fluid 43 and 44 will be return lines to a pump constituting the source of pressurised fluid 34. 
     The surfaces of the pistons 22, 23, 24 and 25 acting within the upper chambers B are of greater area than the surfaces of the pistons acting within the lower chambers A. Therefore, if a servo-valve such as that servo-valve 39 connects its respective chamber B to the source of pressurised fluid then a net downward resultant force is exerted upon a piston in the actuator, which then is transmitted to the relevant wheel and hub assembly. On the other hand, if a servo-valve such as 39 connects the respective upper chamber B to an exhaust for pressurised fluid then a net resultant upward force is exerted on the piston of the relevant actuator which is then transmitted to the wheel and hub assembly. The servo-valves 39, 40, 41 and 42 meter the flow of hydraulic fluid into and/or out of the upper chambers B to control the velocity of the pistons within the actuator and thereby the velocity of the wheel and hub assemblies. 
     A suspension controller 100, an electronic digital processor, controls all of the servo-valves 39, 40, 41 and 42 to control the velocity of the wheel and hub assemblies 10, 11, 12 and 13 and thereby to control the suspension of the vehicle. In order to properly control the suspension of the vehicle, the suspension control processor 100 receives various input signals from sensors located around the vehicle. How the suspension control processor 100 generates control signals from the sensed signals it receives is not the subject of this patent and has been discussed in many previous published patents. Therefore it will not be described. The suspension controller 100 has a memory device 700 associated therewith, which will be described later. 
     In the suspension system of the preferred embodiment of the invention a yaw gyrometer 200 measures the yaw rate of the vehicle and generates a signal indicative thereof, which is sent to the control processor 100. The yaw rate of a vehicle is the rate of revolution of the vehicle about an axis through the vehicle perpendicular to principal plane of the vehicle, i.e., if the vehicle is on horizontal ground then the yaw rate of the vehicle would be the rate of rotation of the vehicle about a vertical axis passing through the vehicle. 
     The processor 100 also receives a signal indicative of the lateral acceleration of the vehicle, that is to say the acceleration of the vehicle perpendicular to the normal direction of the vehicle, a lateral acceleration signal being generated by the sensor 300. 
     The processor 100 further receives a signal indicative of the longitudinal acceleration of the vehicle which is generated by the sensor 400. 
     A sensor 500 measures the steer angle of the vehicle, that is to say the angle of the front wheels from a fixed reference place. The sensor 500 generates a signal indicative of the steer angle and transmits the generated signal to the processor 100. 
     A sensor 600 measures the speed of the vehicle and generates a singal indicative thereof which it sends to the control processor 100. 
     Four load cells 45, 46, 47 and 48 measure the load transmitted from the actuators 26, 27, 28 and 29 to the vehicle body. Each load cell generates a signal which it sends to the central control processor 100. 
     On the wheel and hub assemblies 10, 11, 12 and 13 there are situated hub accelerometers 49, 50, 51 and 52. The hub accelerometers measure the upward and downward acceleration of their respective wheel and hub assemblies. Each hub accelerometer generates a signal which is transmitted to the central control processor 100. 
     Four linear variable induction transducers (L.V.I.T.s) 53, 54, 55, and 56 are provided to measure the position of the pistons 22, 23, 24 and 25 within the respective actuators. The L.V.I.T.s then each provide a displacement position signal to the suspension control unit 100. 
     Sensor Failure 
     In normal operation, all of the sensors operate as described above. However, failure of one or more of the sensors must be anticipated. The applicant has devised ways in which the signal provided by a failed sensor can be substituted by a replacement signal. We shall now deal with each type of sensor in turn. 
     1. L.V.I.T. Failure 
     If one of the L.V.I.T.s 53, 54, 55 or 56 fails then the signal generated by the failed L.V.I.T. is replaced by a replacement signal calculated from the signals generated by one or more of the other L.V.I.T.s, which are appropriately scaled to take account of differing suspension geometry. 
     The substitution used for an L.V.I.T. depends the lateral acceleration sensed by the vehicle. 
     As an example, if the L.V.I.T. 53 fails and X1 is the signal that it usually generates then the central processor 100 calculates a replacement signal X1&#39; as follows; 
     
         If MSny&lt;C.sub.1 then X1&#39;=X2 
    
     
         If MSny&gt;C.sub.1 then X1&#39;=X3*IVrf*Vrr 
    
     Where 
     C 1  =chosen predetermined level of lateral acceleration stored in the memory device 700 
     X1&#39;=displacement signal X1 generated by L.V.I.T. 53 
     X2=displacement signal generated by L.V.I.T. 56 
     X3=displacement signal generated by L.V.I.T. 54 
     X4=displacement signal generated by L.V.I.T. 55 
     IVrf=inverse front velocity ratio (constant calculated or measured for a particular vehicle), stored in the memory device 700 
     Vrr=rear velocity ratio (constant calculated or measured for a particular vehicle), stored in the memory device 700. 
     The constant Vrr is used to convert the measured actuator displacement X 3  to a displacement at the tire contact patch of the wheel and hub assembly 11. The constant will depend on suspension geometry and gives the ratio between actuator displacement and contact patch displacement. The term is called a velocity ration since it gives the relationship between the velocity of an actuator (i.e. rate of change of length of actuator) and the velocity of the associated wheel and hub assembly at the contact patch; but, of course, the ratio is the same for displacements. 
     The constant IVrf is used to convert the displacement of the contact patch of the wheel and hub assembly 10 to the displacement of the actuator 26 (I represents an inverse, i.e. IVrf=1/Vrf). 
     Similar substitutions will be made if other L.V.I.T.&#39;s fail. In each case the measured lateral acceleration MSn is less than C1 then the output signal of the failed sensor will be replaced by the output of the other L.V.I.T. sensor located on the same axle. If the measured lateral acceleration is greater than C1 then the output signal of a failed sensor will be replaced by the signal calculated as a function of the output signal of the L.V.I.T. sensor on the same side of the vehicle. 
     An alternative L.V.I.T. substitution can be made for the failure of the L.V.I.T. 53 as follows. 
     In the alternative method if the L.V.I.T. 53 fails and X1 is the signal that it usually generates then the central processor 100 calculates a replacement signal X1 as follows: 
     
         X1&#34;=([(X3-X4)*Vrr/K.sub.1 ]* IVrf)+X2 
    
     Where 
     Where 
     K 1  =scaling factor to enable best use of processor capacity, stored in the memory device 700 
     X1&#34;=replacement signal to replace displacement signal X1 generated by L.V.I.T. 53 
     X2=displacement signal generated by L.V.I.T. 56 
     X3=displacement signal generated by L.V.I.T. 54 
     X4=displacement signal generated by L.V.I.T. 55 
     Vrr=rear velocity ratio (constant calculated or measured for a particular vehicle), stored in the memory device 700 
     IVrf=front inverse velocity ratio (constant calculated or measured for a particular vehicle), stored in the memory device 700. 
     Using this substitution the signal generated by a failed L.V.I.T. is replaced by a signal calculated as the sum of the signal generated by the L.V.I.T. on the same axle and the product of a constant and the difference between the signals generated by the L.V.I.T.&#39;s on the other axle. 
     2. Load Cell Failure 
     When the vehicle is not cornering (i.e., measured lateral acceleration is low) signals generated by the lead cell on the same axle as a failed lead cell are used to replace the signal of the failed lead cell with a correction included for the measured lead induced by to suspension position. For instance if the lead cell 45 fails then its output is replaced by a signal derived from the output of load cell 48 with a correction term to compensate for unmeasured loads such as the force transmitted between the wheel and hub assemblies and the vehicle body by the springs 60, 61, 62, 63 which act between them in parallel with the actuators (these unmeasured loads can be calculated from the measured positions). 
     During cornering the above-mentioned substitution is incorrect so the load cell on the same side of the vehicle as the failed load cell is used to provide the necessary signal. Once again loads due to suspension position are compensated for and a suitable scaling factor is also included. 
     If F1 if the signal generated by the front left load cell 45 then: ##EQU1## Where F1&#39;=replacement signal 
     C 2  =chosen predetermined level of lateral acceleration, stored in the memory device 700 
     MSny=lateral acceleration 
     K 1 ,K 2  =scaling constants chosen to make best use of processor capacity, stored in the memory device 700 
     F2,F3=load transducer outputs of load cells 45, 48 and 46 respectively 
     X1,X2,X3=displacement transducer outputs of L.V.I.T.s 53, 56 and 54 respectively 
     KFtWs=front axle parallel spring term (constant calculated or measured for a particular vehicle), stored in the memory device 700 
     KRtWs=rear axle parallel spring term (constant calculated or measured for a particular vehicle), stored in the memory device 700 
     IVrf=inverse front velocity ratio (constant calculated or measured for a particular vehicle) 
     If the suspension control processor 100 calculates warp load on the vehicle when generating the control signals to control the actuators then the calculation of and adjustment for warp load is &#34;switched off&#34; since algorithms for calculating warp load cannot operate with only three load cells functioning. 
     3. Hub Accelerometer Failure 
     The hub accelerometer failure case is a minor failure since the inertial mass of the wheel and hub assembly 13 is much smaller than the inertial mass of the vehicle body, thus the signal of the failed hub accelerometer is replaced by a zero value replacement signal. 
     For instance if DDXu1 is the signal produced by the front left hub accelerometer then 
     IF failure detected THEN DDXu1&#39;=0 
     Where 
     DDXu1&#39;=replacement signal for hub acceleration transducer output signal DDXu1. 
     4. Lateral Accelerometer Failure 
     The lateral acceleration substitution uses an estimate of lateral acceleration based on velocity and yaw rate. In order to achieve the correct ratio between lateral acceleration (ny) and speed (v) and yaw rate (r) a low pass digital filter is used while ny is calculated. This has the effect of averaging the calculated lateral acceleration over a clocked period of the processor 100. Generally the suspension control processor 100 will be adjusted to induce understeer in the vehicle, thereby reducing lateral acceleration on the vehicle as compared with the performance of the suspension system pre-failure, for safety reasons. 
     If the lateral accelerometer fails then the control processor 100 calculates a replacement signal for the lateral acceleration signal (ny) as follows: 
     
         ny&#39;=(Latfm*V*K.sub.3 r)/K.sub.5 
    
     where Latfm is the most significant part of a scaling factor (Latfm+Latfl) which is calculated iteratively as follows: 
     
         TEMP=([ABS[(Ny*K.sub.4 /r)*K.sub.5 /V]-Latfm]*Kgr) (Latfm*K.sub.5 +Latfl)new=(Latfm*K.sub.5 +Latfl)old+TEMP 
    
     Where 
     TEMP=variable assigned a calculated value during iteration 
     Latfm=the most significant part of the scaling factor 
     Latfl=the least part of the scaling factor 
     ny&#39;=replacement signal for lateral accleration 
     r=yaw rate 
     V=speed 
     Kgr=filter time constant, stored in the memory device 700 
     ABS denotes absolute value 
     K 2  =is a scaling factor to enable best use of processor capacity, stored in the memory device 700 
     K 3 , K 4 , K 5  =scaling constants to enable best use of processor, stored in the memory device 700 
     5. Longitudinal Accelerometer Failure 
     The substituted signal for longitudinal acceleration is produced by a digital band pass filter on the differential of speed. This gives an estimate of acceleration up to 5 Hz. 
     If the longitudinal acclerometer fails then the central control processor calculates longitudinal acceleration Nx as the sum of two parts NxCm and NxCl as follows: 
     
         NxCm*Ks+NxCl=((Kva3*NxCpp)+(Kva2*NxCm) +[Kva1*(Vpp-Vp)]Nx=NxCm 
    
     Where 
     Nx=longitudinal acceleration 
     NxCm=most significant part of acceleration estimate 
     NxCl=least significant part of acceleration estimate 
     Kva1,Kva2,Dva3=filter time constants, stored in the memory device 700 
     NxCpp=the second previous value of NxCm 
     Vpp=the second previous value of speed 
     Vp=the previous value of speed. 
     The signal Nx originally produced by the failed sensor being replaced by Nxcm. 
     In control systems which calculate the warp load on a vehicle, the calculation is halted on failure of the longitudinal accelerometer. 
     6. Yaw Rate Gyrometer and Vehicle Speed Sensor Failures 
     Yaw rate and vehicle speed failure are generally considered minor failures since the generated signals are not usually crucial to the operation of the suspension control processor 100. In such cases the yaw rate signal is replaced by a zero value replacement signal and the vehicle speed signal is replaced by a constant value replacement signal of a prechosen value to allow operation of other algorithms of the central control processor. 
     7. Steer Angle Sensor Failure 
     Steer angle, like yaw rate and speed, is in most active suspension systems a minor failure thus the steer angle signal is replaced by a zero value replacement signal. 
     Detection of Failure 
     The central control processor 100 actually detects whether a sensor has failed using one or more of the following checks; 
     a) Range Check 
     The central processor 100 checks that the output signal of each sensor does not exceed a predetermined operating range stored in the memory device 700. 
     b) Offset Check 
     The central control processor checks that the output signal of each sensor has not moved away from its zero or offset position. For all devices other than loads and displacement this value will be zero. For loads and displacements terms will be included to remove dynamic influences and offsets due to bias terms and presets. 
     c) Checking against other transducer inputs 
     The central control processor checks that output signal of each sensor is consistent with the output signal from another sensor or with output signal from several other sensors. For example a large hub acceleration should cause a large load input. Thus each sensor should be able to give an estimate of another performance. The substitutions described above which occur on failure of a sensor can be used to provide signals against which a generated signal of a sensor can be checked. 
     d) Noise Check 
     The central control processor can simply check that the noise portion of a signal generated by a given sensor does not exceed the noise portions of the signals of other similar sensors by more than a predetermined range stored in the memory device 700. 
     e) Iterative Checking 
     The central control processor can check each generated signal from a sensor against the last. If the difference in signals exceeds the amount that changes to the physical inputs to the sensor could invoke which amount is stored as a preprogrammed value in the memory device 700, then this value is noted. If the number of such occurrences in a give time exceeds 20% then the processor recognizes that the sensor concerned has failed because the frequency with which the difference exceeds the preprogrammed value has exceeded the predetermined frequency stored in the memory device 700. 
     As can be seen from the above the present invention provides an active suspension system which can continue to operate after failure of one of the sensors of the system. Therefore the system can still operate so that the driver maintains some control over the vehicle. For minor sensor failures the control of the vehicle is not seriously impaired. 
     In the preferred embodiment of the invention a warning light is provided on the dashboard of the relevant vehicle, so that the driver of the vehicle is warned if the central control processor detects a failure of a sensor. 
     In the description above reference is made to several scaling constants, K 1 , K 2 , K 3  etc. These are included in the algorithms since in the preferred embodiment of the invention the suspension control processor has a 32 bit accumulator and the values of the generated signals are therefore scaled to achieve maximum resolution. Preferably the generated signals are scaled to have fractional values. 
     Whilst in the embodiment described above &#34;unequal area&#34; hydraulic actuators are used it should be appreciated that the vehicle suspension system of the invention can be used with any type of actuator, whether hydraulic pneumatic or otherwise. 
     Whilst the preferred embodiment of the invention described above makes reference to use of the vehicle suspension system of the invention in a land vehicle having four wheels, it should be appreciated that the suspension system could be used for any land vehicle including tracked vehicles.