WO2023213812A1 - Gestion de charge de frappe de bordure - Google Patents

Gestion de charge de frappe de bordure Download PDF

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Publication number
WO2023213812A1
WO2023213812A1 PCT/EP2023/061552 EP2023061552W WO2023213812A1 WO 2023213812 A1 WO2023213812 A1 WO 2023213812A1 EP 2023061552 W EP2023061552 W EP 2023061552W WO 2023213812 A1 WO2023213812 A1 WO 2023213812A1
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WO
WIPO (PCT)
Prior art keywords
axle
impact
control
wheels
adaptive
Prior art date
Application number
PCT/EP2023/061552
Other languages
English (en)
Inventor
David Ruiz Diez
Original Assignee
Jaguar Land Rover Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jaguar Land Rover Limited filed Critical Jaguar Land Rover Limited
Publication of WO2023213812A1 publication Critical patent/WO2023213812A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/102—Acceleration; Deceleration vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/202—Piston speed; Relative velocity between vehicle body and wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/823—Obstacle sensing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/824—Travel path sensing; Track monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/70—Estimating or calculating vehicle parameters or state variables

Definitions

  • the present disclosure relates to Kerb Strike Load Management. Aspects of the invention relate to a control system for an adaptive vehicle suspension system, a system comprising the control system and the adaptive vehicle suspension system, a vehicle and to a method for controlling the adaptive vehicle suspension system.
  • vehicle suspension systems which may comprise springs and/or dampers arranged proximal to each of the wheels of the vehicle to improve a ride comfort of the vehicle and to protect vehicle systems as the vehicle traverses an uneven surface, such as a road which may include unexpected objects such as kerbs or speedbumps.
  • vehicle suspension systems may comprise springs and/or dampers arranged proximal to each of the wheels of the vehicle to improve a ride comfort of the vehicle and to protect vehicle systems as the vehicle traverses an uneven surface, such as a road which may include unexpected objects such as kerbs or speedbumps.
  • a critical load may be placed on the vehicle’s wheels and/or suspension system, or vehicle body structure via load transfer from the suspension.
  • a sudden compression of the wheels and/or suspension may be sufficient to cause the suspension to impact its mechanical stops. The significance of such events for the vehicle is increased at greater vehicle speeds.
  • adaptive suspension systems which may adapt one or more of suspension characteristics.
  • Such adaptive systems can in theory limit the peak loads on the suspension system by firming up suspension characteristics before an impact occurs, but in practice are limited due to limitations on sensing impacts before they occur and the system response time.
  • forward camera technologies may be employed on certain vehicles, but may have limited robustness against false detection of road features and are therefore not a reliable approach to anticipating impacts. Therefore, for impact events at medium to high speeds, it is difficult to reliably anticipate impacts and to change suspension characteristics in time to mitigate loads on the vehicle suspension systems.
  • aspects and embodiments of the invention provide a control system for an adaptive vehicle suspension system, a system comprising the control system and the adaptive vehicle suspension system, a vehicle, and a method as claimed in the appended claims.
  • a control system for an adaptive vehicle suspension system comprising one or more controllers, the control system configured to: determine, based on a received signal, that an impact with an object has occurred at one or more wheels of a first axle, the first axle preceding a second axle in a direction of travel; determine if an impact with the object at one or more wheels of the second axle is expected; and output a control signal to control the adaptive vehicle suspension system to control a performance parameter of the adaptive vehicle suspension system at the second axle in dependence on a determination that the impact at the one or more wheels of the second axle is expected.
  • the performance parameter of the second axle is increased before an expected collision, and when the expected collision subsequently occurs, a load on the suspension system (and the vehicle if the suspension system reaches maximum load capacity) is reduced.
  • the object is one of a kerb, curbstone, ramp, or speedbump.
  • the impact with the object comprises an event in which a sudden vertical displacement of the first axle occurs.
  • controlling the adaptive vehicle suspension system to control the performance parameter comprises outputting a control signal to the adaptive vehicle suspension system.
  • the received signal comprises an impact signal indicative of the impact with the object at the one or more wheels of the first axle
  • the control system is configured to determine that the impact with the object at the one or more wheels of the first axle occurs in dependence on the impact signal
  • control of the performance parameter of the adaptive vehicle suspension system at the second axle is to mitigate a load on the second axle associated with the expected impact with the object at the one or more wheels of the second axle in dependence on the determination that the impact at the one or more wheels of the second axle is expected.
  • the load on the second axle and on parts of a vehicle connected thereto may be reduced, and wear on the second axle and/or other parts of a vehicle may be reduced due to impacts occurring at the first axle.
  • the received signal comprises at least one of: vertical displacement information received from a suspension height sensor, and vertical acceleration information received from an acceleration sensor; and the control system is configured to determine that the impact with the object at the one or more wheels of the first axle has occurred by determining that the impact has occurred when the vertical displacement information or the vertical acceleration information exceed a respective predetermined threshold.
  • impacts with objects such as a kerb may be distinguished from other impacts, and the performance parameter may be adjusted appropriately.
  • the vertical displacement information indicates a vertical displacement of the one or more wheels of the first axle or a vertical displacement of a spring of the adaptive vehicle suspension system at the one or more wheels of the first axle.
  • the vertical acceleration information indicates a vertical acceleration of the one or more wheels of the first axle or a vertical acceleration of a spring of the adaptive vehicle suspension system at the one or more wheels of the first axle.
  • the vertical displacement information and the vertical acceleration information respectively indicate vertical displacement and vertical acceleration of a suspension component.
  • the suspension component may be one or more of a suspension knuckle, strut or spring.
  • sensors may be provided on any number of wheels of the vehicle and impacts may be determined at each wheel individually. Further, a performance parameter may be controlled at each wheel individually.
  • control system is configured to: determine a vertical suspension velocity based on the vertical displacement information and the vertical acceleration information; and determine that the impact with the object at the one or more wheels of the first axle has occurred by determining that the impact has occurred when the determined vertical suspension velocity exceeds a predetermined velocity threshold.
  • a correct type of impacts at the first axle may be distinguished from other impacts.
  • the vertical suspension velocity indicates a vertical velocity of the one or more wheels of the first axle or a vertical velocity of a spring of the adaptive vehicle suspension system at the one or more wheels of the first axle.
  • the vertical suspension velocity indicates a vertical velocity of a suspension component.
  • the suspension component may be one or more of a suspension knuckle, strut or spring.
  • control system is configured to determine that the impact with the object at the one or more wheels of the first axle has occurred by determining that the impact has occurred when: the received vertical acceleration information exceeds a first threshold; the determined vertical suspension velocity exceeds a second threshold within a first predetermined time after the received vertical acceleration information exceeds the first threshold; and the received vertical displacement information exceeds a third threshold within a second predetermined time after the determined vertical suspension velocity exceeds the second threshold.
  • a particular type of impact at the first axle may be identified by comparison with known characteristics of the type of impact.
  • an impact with a kerb may be distinguished from a wheel entering a pothole in a road surface by setting the first, second and third thresholds and/or the first and second predetermined times based on known values corresponding to each type of impact.
  • control system is configured to determine whether the impact with the object has occurred at each wheel of the one or more wheels of the first axle.
  • the performance parameter of the adaptive vehicle suspension system may be controlled individually at each wheel of the second axle. Therefore, suspension characteristics may be controlled to be appropriate for each wheel even when an impact is only expected at a single wheel of the second axle.
  • control system is configured to: determine an estimated time of the expected impact with the object at the one or more wheels of the second axle based on: a time of impact of the one or more wheels of the first axle with the object, a vehicle speed and a distance between the first axle and the second axle; and the control system is configured to control the adaptive vehicle suspension system to control the performance parameter of the adaptive vehicle suspension system at the second axle at a first time before the estimated time of impact.
  • the performance parameter of the adaptive vehicle suspension system at the second axle is controlled to change before the expected impact at the second axle occurs, and the load on the second axle associated with the expected impact may be mitigated.
  • control system is configured to determine the first time in dependence on the estimated time of impact and a response time of an actuator of the adaptive vehicle suspension system at the second axle.
  • the performance parameter may be controlled to change before the expected impact at the second axle occurs, but also not unnecessarily early.
  • control system is configured to control the performance parameter of the adaptive vehicle suspension system at the second axle to return to a previous value at a second time after the estimated time of impact.
  • the adaptive vehicle suspension system may return to normal operation after the expected impact at the second axle has occurred or is no longer expected.
  • control system is configured to determine that the impact has occurred at the second axle, and to control the performance parameter of the adaptive vehicle suspension system at the second axle to return to a previous value in dependence of the determination that the impact at the second axle has occurred.
  • the adaptive vehicle suspension system may return to normal operation after the expected impact at the second axle has occurred.
  • the performance parameter is indicative of at least one of a spring stiffness and a damper damping rate.
  • control system to control the adaptive vehicle suspension system to control the performance parameter of the adaptive vehicle suspension system at the second axle, is configured to: control a valve actuator of an adaptive spring of the adaptive vehicle suspension system at the second axle to increase spring stiffness of the adaptive spring; and/or control an aperture actuator of a damper of the adaptive vehicle suspension system at the second axle to increase a damping rate of the damper.
  • multiple suspension characteristics may be controlled in dependence on the expected impact at the second axle.
  • controlling the valve actuator to increase the spring stiffness of the adaptive spring comprises sending a current request or an electrical current profile to a valve of the spring to close or open the valve to disconnect spring chambers.
  • controlling the aperture actuator of the damper to increase the damping rate of the damper comprises sending an electrical current request to the damper to control the aperture size and change damping rate.
  • the control system when the control system determines the impact with the object at the one or more wheels of the second axle is expected, the control system is configured to control the adaptive vehicle suspension system to control the performance parameter of the adaptive vehicle suspension system at: each of the one or more wheels of the second axle, or at a first wheel of an end of the second axle.
  • the performance parameter may be controlled individually at each wheel of the second axle, and may only be controlled in respect of one or more wheels where the impact with the object is expected. Thus, the performance parameter may not be controlled unnecessarily for all wheels of the second axle.
  • control system is configured to control the performance parameter of the adaptive vehicle suspension system at only the first wheel of the second axle when the impact at the first axle is determined only for a first wheel of the first axle.
  • the performance parameter may be controlled individually at each wheel of the second axle, and may only be controlled in respect of one or more wheels where the impact with the object is expected.
  • control system is configured to control the performance parameter of the adaptive vehicle suspension system at only the first wheel of the second axle in dependence on the direction of travel of the vehicle being substantially parallel to a longitudinal axis of the vehicle.
  • the performance parameter may be controlled individually for the wheels of the second axle only when appropriate.
  • the performance parameter may be controlled at every wheel of the second axle if it is determined that the direction of travel of the vehicle is not substantially parallel to the longitudinal axle of the vehicle, and therefore when the first wheel of the second axle does not directly follow the first wheel of the first axle.
  • a system comprising the control system according to any preceding claim and an adaptive vehicle suspension system; wherein the adaptive vehicle suspension system comprises at least one of an adaptive spring comprising a valve actuator, and an adaptive damper comprising an aperture actuator.
  • the adaptive spring is controllable to operate at different stiffness settings.
  • the adaptive damper is controllable to operate at different damping rates.
  • the system comprises at least one of a suspension height sensor configured to detect a vertical displacement and an acceleration sensor configured to detect a vertical acceleration.
  • the system may sense movement of the wheels and/or the suspension at the first and/or second axle.
  • the system comprises a respective suspension height sensor configured to detect a vertical displacement and/or a respective acceleration sensor configured to detect a vertical acceleration for each wheel of the first axle and for each wheel of the second axle; wherein the suspension height sensors and the acceleration sensors are communicatively coupled to the control system.
  • the suspension height sensor and the accelerometer are respectively configured to detect a vertical displacement and a vertical acceleration for a suspension component associated with each wheel.
  • the suspension component may be one or more of a suspension knuckle, strut or spring.
  • information relating to each wheel may be sensed individually.
  • a vehicle comprising any control system disclosed herein or any system disclosed herein, and the first axle and the second axle; wherein each of the first axle and the second axle comprise a plurality of wheels.
  • a method for controlling an adaptive vehicle suspension system comprising: determining, based on a received signal, that an impact with an object has occurred at one or more wheels of a first axle, the first axle preceding a second axle in a direction of travel; determining if an impact with the object at one or more wheels of the second axle is expected; and outputting a control signal to control the adaptive vehicle suspension system to control a performance parameter of the adaptive vehicle suspension system at the second axle in dependence on a determination that the impact at the one or more wheels of the second axle is expected.
  • Figure 1 shows a first block diagram illustrating a control system according to an embodiment of the present invention
  • Figure 2A shows a line drawing illustrating a system according to the present invention
  • Figure 2B shows a line drawing illustrating an alternative view of the system of Figure 2A
  • Figure 3 shows a first flow chart showing a method according to an embodiment of the present invention
  • Figure 4 shows another flow chart showing a method according to an embodiment of the present invention
  • Figure 5 shows another flow chart showing a method according to an embodiment of the present invention
  • Figure 6 shows another flow chart showing a method according to an embodiment of the present invention.
  • FIG. 7 shows a vehicle in accordance with an embodiment of the invention.
  • the present disclosure relates to a control system, a system, a vehicle and a method for controlling an adaptive vehicle suspension system to control a performance parameter of the adaptive vehicle suspension system to change suspension characteristics and mitigate a load on the adaptive vehicle suspension system associated with an impact with an object.
  • examples of the present disclosure relate to means and/or methods for detecting that an impact has occurred at one or more wheels of a first axle, determining that an impact is expect at one or more wheels of a second axle, and controlling a performance parameter of the adaptive vehicle suspension system at the second axle in dependence on the determination that the impact is expected. Consequently, the present disclosure achieves improved impact management at the second axle, and effectively reduces peak loads on the adaptive vehicle suspension system at the second axle when the expected impact with the object does occur.
  • control system 100 for a vehicle.
  • the control system 100 comprises one or more controller 110.
  • the control system 100 is configured to receive a signal 165 from an external device or at least one sensor 160 and determine that an impact with an object has occurred at one or more wheels of a first axle.
  • the control system 100 may then output a control signal 155 to control an adaptive vehicle suspension system to control a performance parameter at one or more wheels of a second axle.
  • the performance parameter may be indicative of at least one or a spring stiffness or a damper rate (which may otherwise be known as a damper coefficient or damper level).
  • the controller may also receive information related to a vehicle speed from an external device or from the at least one sensor 160.
  • the control system 100 as illustrated in Figure 1 comprises one controller 110, although it will be appreciated that this is merely illustrative.
  • the controller 110 comprises processing means 120 and memory means 130.
  • the processing means 120 may be one or more electronic processing devices 120 which operably executes computer-readable instructions.
  • the memory means 130 may be one or more memory devices 130.
  • the memory means 130 is electrically coupled to the processing means 120.
  • the memory means 130 is configured to store instructions, and the processing means 120 is configured to access the memory means 130 and execute the instructions stored thereon.
  • the controller 110 comprises an input means 140 and an output means 150.
  • the input means 140 may comprise an electrical input 140 of the controller 110.
  • the output means 150 may comprise an electrical output of the controller 110.
  • the input 140 is arranged to receive the signal 165 from the external device or the at least one sensor 160.
  • the signal 165 is an electrical signal which is indicative of an impact having occurred at the one or more wheels of the first axle.
  • the signal 165 may comprise sensor data from the at least one sensor 160, which in some examples may include one or more of vertical acceleration information, vertical suspension velocity information, or vertical displacement information.
  • the vertical acceleration information, vertical suspension velocity information, or vertical displacement information may respectively refer to information related to an acceleration, velocity and displacement of a wheel or of a suspension component such as a spring in a vertical direction.
  • the vertical acceleration information, vertical suspension velocity information, or vertical displacement information may respectively refer to information related to an acceleration, velocity and displacement of a suspension knuckle.
  • the suspension knuckle may be a casting containing a hub of the wheel.
  • the vertical acceleration information, vertical suspension velocity information, or vertical displacement information may respectively refer to information related to an acceleration, velocity and displacement of a suspension strut or suspension spring.
  • signal processing may be applied to the information, for example to obtain a vertical component of the acceleration, velocity or displacement information obtained by a sensor provided on the suspension strut or suspension spring.
  • Signal processing may be applied for deriving velocity and/or displacement information from acceleration information, or for deriving acceleration and/or velocity information from displacement information. This provides for all acceleration, velocity and displacement information to be derived from a single sensor type.
  • the sensor information may be indicative of an acceleration, velocity and displacement proximal to a wheel at which the impact with the object occurs. Therefore, a sudden increase in the vertical acceleration, velocity and/or displacement may be indicative of an impact with the object, which may be characterised by a sudden vertical motion of the one or more wheels.
  • the vertical direction may mean a direction perpendicular to the ground, or to a surface on which the vehicle is driving. For example, if the road surface is inclined, the vertical direction may be taken to mean a direction perpendicular to the inclined surface, rather than a true vertical direction with respect to gravity.
  • the output 150 is arranged to output a control signal 155 for controlling the performance parameter of the adaptive vehicle suspension system at the second axle.
  • the object may be one or more of a kerb, kerbstone, ramp, speedbump or similarly shaped object that causes a sudden displacement and/or compression of a vehicle wheel when the vertical wheel impacts the object and traverses over the object.
  • the controller 110 may determine that an impact with an object has occurred at a first axle, and may determine if an impact with the same object is expected at the second axle based on the received signal 165.
  • the signal 165 may comprise sensor information from at least one sensor 160.
  • the at least one sensor 160 may comprise at least one of a suspension height sensor configured to detect a vertical displacement of at least one of a wheel or a suspension component, and an accelerometer configured to detect a vertical acceleration of the at least one wheel or the suspension component.
  • the suspension component may include one or more part of a suspension system, or a vehicle part proximal to the suspension system.
  • the suspension component may include one or more of a suspension knuckle, a suspension strut or a suspension spring.
  • the at least one sensor 160 may be further configured to determine a vertical velocity of the at least one wheel or the suspension component, based on the vertical displacement information or the vertical acceleration information.
  • the controller 110 may receive the vertical displacement information or the vertical acceleration information and may determine the vertical velocity of the at least one wheel or the suspension component based on the received vertical displacement information or the vertical acceleration information.
  • the signal 165 may comprise an impact signal indicative of the impact with the object having occurred at the first axle.
  • the control system 100 may receive a signal 165 from another vehicle system indicating that the impact has occurred.
  • the other vehicle system may determine that the impact with the object at the first axle has occurred based on sensor information.
  • the controller 110 is configured to determine that the impact with the object at one or more wheels of the first axle has occurred in dependence on at least one of the vertical velocity, the vertical displacement information or the vertical acceleration information of the at least one wheel or the suspension component. In one example, the controller 110 is configured to determine that the impact with the object at the one or more wheels of the first axle has occurred when the vertical displacement information or the vertical acceleration information exceed a respective predetermined threshold. In another example, the controller 110 is configured to determine that the impact with the object at the one or more wheels of the first axle has occurred by determining that the impact has occurred when the determined vertical suspension velocity exceeds a predetermined velocity threshold.
  • the controller 110 is configured to determine that the impact with the object at the one or more wheels of the first axle has occurred by determining that the impact has occurred when the received vertical acceleration information exceeds a first threshold, the determined vertical suspension velocity exceeds a second threshold within a first predetermined time after the received vertical acceleration information exceeds the first threshold, and the received vertical displacement information exceeds a third threshold within a second predetermined time after the determined vertical suspension velocity exceeds the second threshold.
  • the controller 110 may be configured to determine whether the impact with the object occurs at the first axle for each wheel of the first axle independently.
  • the controller 110 is further configured to determine whether an impact with the object at one or more wheels of the second axle is expected. For example, the controller 110 may determine whether an impact with the object at one or more wheels of the second axle is expected in response to determining that the impact has occurred at the one or more wheels of the first axle when the first axle precedes the second axle in a direction of travel. The controller 110 may determine that the impact with the object at one or more wheels of the second axle is expected to occur based on one or more of a vehicle speed, a vehicle direction, a distance between the first axle and the second axle, or a vehicle turning status. The vehicle turning status depends on the steering angles of the front wheels and may also depend on the steering angles of the rear wheels in some vehicles.
  • the controller 110 may consider the direction of travel of a vehicle and the distance between the first and second axle, and determine whether the impact is expected at the second axle based on various thresholds. For example, the controller 110 may determine that the impact with the object at one or more wheels of the second axle is expected when the vehicle is travelling at a speed greater than a predetermined threshold speed and/or when the vehicle is following a path where the one or more wheels of the second axle will follow a path of one or more wheels of the first axle. Further, the controller 110 may be configured to determine whether the impact with the object at the second axle is expected for each wheel of the second axle independently.
  • the controller 110 may be configured to determine an estimated time of the expected impact with the object at the one or more wheels of the second axle based on a time of impact of the one or more wheels of the first axle with the object, a vehicle speed and a distance between the first axle and the second axle. Further, the controller 110 may be configured to control the adaptive vehicle suspension system to control the performance parameter of the adaptive vehicle suspension system at the second axle at a first time before the estimated time of impact. In some examples, the controller 110 may be configured to determine the first time in dependence on the estimated time of impact and a response time of an actuator of the adaptive vehicle suspension system at the second axle.
  • the controller 110 may be configured to determine the estimated time of impact by dividing the distance between the first axle and the second axle by the vehicle speed at the time of impact at the first axle to obtain the estimated time of impact at the second axle.
  • the controller 110 may determine the first time as the time for controlling the performance parameter by determining the first time as a time which is a predetermined time before the estimated time of impact.
  • the first time may be determined by subtracting the response time of one or more actuators from a time period until the estimated time of impact.
  • the controller 110 may be configured to control the performance parameter of the adaptive vehicle suspension system at the second axle to return to a previous value at a second time after the estimated time of impact.
  • the controller 110 may be configured to determine that the impact has occurred at the second axle, and to control the performance parameter of the adaptive vehicle suspension system at the second axle to return to a previous value in dependence of the determination that the impact at the second axle has occurred.
  • the controller 110 may determine that the impact has occurred at the second axle in the same ways as set out above in respect of the first axle, and then output a second command signal to the adaptive vehicle suspension system to return the performance parameter to a previous value.
  • the performance parameter is indicative of at least one of a spring stiffness and a damper damping rate.
  • the controller 110 may be configured to output the control signal 155 to control the adaptive vehicle suspension system to control the performance parameter of the adaptive vehicle suspension system at the second axle.
  • the control signal 165 may be indicative of a command to control a valve actuator of an adaptive spring of the adaptive vehicle suspension system at the second axle to increase spring stiffness of the adaptive spring; and/or control an aperture actuator of a damper of the adaptive vehicle suspension system at the second axle to increase a damping rate of the damper.
  • controlling the valve actuator to increase the spring stiffness of the adaptive spring comprises sending a current request or an electrical current profile to a valve of the spring to close or open the valve to disconnect spring chambers.
  • controlling the aperture actuator of the damper to increase the damping rate of the damper comprises sending an electrical current request to the damper to control the aperture size and change damping rate.
  • the controller 110 may further be configured to, when the controller 110 determines that the impact with the object at the one or more wheels of the second axle is expected, control the adaptive vehicle suspension system to control the performance parameter of the adaptive vehicle suspension system at: each of the one or more wheels of the second axle, or at a first wheel of an end of the second axle. For example, the controller 110 may determine that the impact only occurs at a first wheel of the first axle, and may determine that the impact is only expected to occur at a first wheel of the second axle, and may control the performance parameter of the adaptive vehicle suspension system to change only at the first wheel of the second axle.
  • the first wheel of the first axle and the first wheel of the second axle may be provided on the same side of the vehicle, and a direction of travel of the vehicle may be substantially parallel to a longitudinal axis of the vehicle, and therefore the first wheel of the first axle may precede the first wheel of the second axle.
  • the performance parameter of the adaptive vehicle suspension system may be controlled at only the first wheel of the second axle and not the second wheel of the second axle, as the impact with the object is likely to only occur at the first wheel of the second axle.
  • FIGs 2A-2B illustrate a system 200 according to an embodiment of the present invention.
  • the system 200 comprises a control system 100 as illustrated in Figure 1 and an adaptive vehicle suspension system 270.
  • the system 200 may be installed on a vehicle in use.
  • the system 200 comprises a first axle 210 comprising a first wheel 212a and a second wheel 212b.
  • the system 200 further comprises a second axle 220 comprising a first wheel 222a and a second wheel 222b.
  • the first axle 210 and the second axle 220 may be connected therebetween by a support member such as a shaft 260.
  • each wheel of the system 200 is associated with a sensor device 250.
  • any number of sensor devices 250 may be provided and the number is not limited to being the same number as the number of wheels.
  • a single sensor device 250 may be provided for each axle 210, 220.
  • the first axle 210 precedes the second axle 220 in a direction of travel 240 as the system 200 approaches an object 230.
  • the one or more sensor devices 250 may correspond to the sensor 160 of Figure 1 , and may be configured to determine sensor information comprising at least one of vertical acceleration information, vertical suspension velocity information, or vertical displacement information.
  • the sensor devices 250 may comprise an accelerometer and/or a height sensor.
  • Each of the one or more sensor devices 250 may continually determine the sensor information and may transmit the sensor information to the control system 100. Therefore, the control system 100 may receive at least one of vertical acceleration information, vertical suspension velocity information, or vertical displacement information corresponding to each of the wheels of the system 200 and may use the sensor information to determine when one or more wheels of the first axle 210 impact the object 230. Further, the control system 100 may use the received sensor information to determine whether an impact with the object 230 at one or more wheels of the second axle 220 is expected.
  • each of the one or more sensor devices 250 may be installed on a wheel or on a suspension component, such as a suspension knuckle, spring or strut.
  • the system 200 comprises an adaptive vehicle suspension system 270.
  • the adaptive vehicle suspension system 270 comprises at least one of an adaptive spring 272 and an adaptive damper 274. Therefore, an adaptive spring 272 and/or an adaptive damper 274 may be provided at each wheel of the system 200.
  • the adaptive spring 272 may comprise an air or fluid spring including a plurality of chambers, which may be controlled to have a variable stiffness by opening or closing the spring chambers to change a total volume of the adaptive spring using a valve actuator.
  • the adaptive damper 274 may be configured to dissipate energy from the adaptive spring 272.
  • the adaptive damper 274 may comprise a damper having a variable damping rate.
  • the adaptive damper 274 may comprise at least two volumes connected via an aperture, through which hydraulic fluid is passed.
  • the damping rate of the adaptive damper 274 may be varied by controlling an aperture actuator to change the size of the aperture.
  • the control system 100 of Figure 1 may control a performance parameter of the adaptive vehicle suspension system 270 by outputting a control signal to one or more of the aperture actuator of the adaptive damper 274 or the valve actuator of the adaptive spring 272 to respectively change the damping rate or the spring stiffness. It should be understood that any suitable type of adaptive spring and/or adaptive damper with controllable suspension characteristics such as spring stiffness and damping rate may be used.
  • the system 200 may approach an object 230 in the direction of travel 240 of the system 200.
  • the first axle 210 may be considered a front axle of the system 200, and the wheels 212 of the first axle 210 will impact the object 230.
  • the control system 100 may determine that the impact of the wheels 212 of the first axle 210 has occurred based on sensor information received from the at least one sensor device 250.
  • the object 230 may comprise a kerb or similar obstruction, and an impact at the wheels of the system 200 with the object 230 may result in a sudden compression and/or vertical displacement of the wheels and/or the suspension component at the wheels.
  • the controller 110 may determine that the impact has occurred at one or more wheels of the first axle 210 based on at least one of the vertical velocity, the vertical displacement information or the vertical acceleration information of the at least one wheel or the suspension component associated with one or more wheels 212 of the first axle 210.
  • the control system 100 may determine that the impact has occurred separately for each of the first wheel 212a and the second wheel 212b of the first axle 210, or may alternatively determine whether impacts occur at an axle level, that is, whether impacts occur at any wheel of the first axle 210 or the second axle 220. The control system 100 may then determine if an impact with the object 230 at the first wheel 222a and the second wheel 222b of the second axle 220 is expected based on the determined impact at the first axle 210. When the impact is expected at the second axle 220, the control system 100 may control the adaptive vehicle suspension system 270 to control a performance parameter.
  • control system 100 may control the adaptive vehicle suspension system 270 to increase at least one of a spring stiffness or a damper rate of the adaptive vehicle suspension system 270 at the second axle 220.
  • the performance parameter may be controlled to change at a first time, and may be controlled to return to a previous value at a second time after the first time, or in response to determining that the impact with the object 230 has occurred at the second axle 220.
  • the performance parameter of the second axle 220 may be controlled separately for each of the first wheel 222a and the second wheel 222b of the second axle 220, or the performance parameter may be determined and controlled across the whole second axle 220.
  • the control system 100 may determine whether the system 200 is travelling in a substantially straight line, and control the performance parameter separately for each wheel when the system 200 travels in a substantially straight line.
  • the first wheel 222a of the second axle 220 follows the first wheel 212a of the first axle 210, and likewise for the second wheels 212b, 222b.
  • the adaptive vehicle suspension system 270 at the first wheel 222a of the second axle 220 may be controlled to change the performance parameter separately to the adaptive vehicle suspension system 270 at the second wheel 222b of the second axle 220.
  • the performance parameter is not changed unnecessarily at all wheels of the system 200, or of the second axle 220.
  • the control system 100 may determine that the system 200 does not travel in a straight line, or is turning, and may control the performance parameter across all wheels of the second axle 220.
  • a load on the second axle 220 or the adaptive vehicle suspension system 270 thereof may be reduced even if the first wheel 222a of the second axle 220 does not directly follow the first wheel 212a of the first axle 210.
  • FIG. 1 is a flow chart showing a method 300 according to an embodiment of the invention.
  • the method 300 may be performed by the control system 100 of Figure 1 or the system 200 of Figure 2.
  • the memory 130 may comprise computer-readable instructions which, when executed by the processor 120, perform the method 300 according to an embodiment of the invention.
  • the method 300 comprises determining 310, based on a received signal, that an impact with an object 230 has occurred at one or more wheels 212 of a first axle 210, the first axle 210 preceding a second axle 220 in a direction of travel 240.
  • the received signal is the signal 165 of Figure 1.
  • the received signal is a control signal received from another system of a vehicle or from an external device which indicates that the impact has occurred at the first axle 210.
  • the other vehicle system or external device may determine that the impact has occurred, for example based on sensor data, and may transmit the signal to the device or system performing the method 300.
  • the received signal may comprise sensor information including one or more of vertical acceleration information, vertical suspension velocity information, or vertical displacement information.
  • the vertical acceleration information, vertical suspension velocity information, or vertical displacement information may respectively refer to information related to an acceleration, velocity and displacement in a vertical direction of a wheel or of a suspension component such as a suspension knuckle, strut or spring of the first axle 210.
  • the received information comprises the vertical acceleration information and/or the vertical displacement information, and the method 300 may further comprise determining vertical suspension velocity information based on the received vertical acceleration information and/or the vertical displacement information.
  • the method 300 at 310 may comprise determining that the impact has occurred at one or more wheels of the first axle 210 when one or more of the vertical acceleration information, vertical suspension velocity information, or vertical displacement information exceed a respective threshold, as will be discussed below with respect to Figure 4.
  • the method 300 may comprise determining that the impact with the object 230 at the one or more wheels 222 of the second axle 220 is expected when the vehicle speed is above a predetermined threshold and the vehicle is travelling toward the object 230, such that the second axle 220 follows the first axle 210 in the direction of travel 240. That is, it may be determined that it is likely that the impact will occur at the second axle 220 when the impact is determined to have occurred at the first axle 210 and the vehicle is travelling too fast to stop before an impact at the second axle 220 is expected.
  • the method 300 may comprise determining the angle at which the vehicle is turning, and determining whether the impact at with the object 230 at the one or more wheels 222 of the second axle 220 based on the determination of the angle at which the vehicle is turning. For example, if it is determined that the vehicle is travelling in a substantially straight line, and an impact is determined at only one of the wheels 212 of the first axle 210, it may be determined that an impact is expected at only a corresponding one wheel 222 of the second axle 220. Alternatively, if the vehicle is turning, it may be difficult to determine whether an impact is to be expected at a particular wheel of the second axle 220, and it may be determined that an impact is expected at any wheel of the second axle 220.
  • the method comprises outputting a control signal to control an adaptive vehicle suspension system 270 to control a performance parameter of the adaptive vehicle suspension system 270 at the second axle 220 in dependence on a determination that the impact with the object 230 at the one or more wheels of the second axle 220 is expected.
  • the performance parameter may be indicative of one or more of a spring stiffness of an adaptive spring 272 or a damper rate of an adaptive damper 274.
  • Controlling the performance parameter of the adaptive vehicle suspension system 270 may comprise increasing one or more of the spring stiffness of the adaptive spring 272 or the damper rate of the adaptive damper 274.
  • Controlling the performance parameter of the adaptive vehicle suspension system 270 may comprise controlling the performance parameter to change for a predetermined time or until an impact with the object 230 is detected at the second axle 220, as discussed below with respect to Figure 5.
  • Figure 4 is a flow chart showing a method 400 according to an embodiment of the invention.
  • the method 400 may be performed by the control system 100 of Figure 1 or the system 200 of Figure 2.
  • the memory 130 may comprise computer-readable instructions which, when executed by the processor 120, perform the method 400 according to an embodiment of the invention.
  • the method 400 of Figure 4 may be understood to define further optional features of step 310 of Figure 3. That is, the method 400 of Figure 4 relates to how the impact with the object 230 is determined to have occurred at one or more wheels 212 of the first axle 210.
  • Figure 4 relates to an example where the received signal is a signal received from the one or more sensor devices 250 and includes sensor information.
  • the signal comprising sensor information is received.
  • the sensor information comprises one or more of vertical acceleration information and vertical displacement information.
  • the vertical acceleration information and/or vertical displacement information may be determined by one or more of an accelerometer and a height sensor of the sensor device 250 respectively, and transmitted to the control system 100 or the system 200.
  • the vertical acceleration information and vertical displacement information respectively indicate a vertical acceleration and a vertical displacement of one or more wheels of the first axle 210 or of a suspension component such as a suspension knuckle, strut or spring proximal to the one or more wheels of the first axle 210.
  • the method 400 at 410 may further comprise receiving information related to a vehicle speed.
  • the method 400 comprising determining vertical suspension velocity information based on at least one of the vertical acceleration information and vertical displacement information.
  • the vertical suspension velocity information may be determined as a derivative or an integral of the received vertical acceleration information and vertical displacement information.
  • the method 400 comprises determining that the impact with the object 230 at one or more wheels of the first axle 210 has occurred based on at least one of the received vertical acceleration information, the determined vertical suspension velocity information, and the received, vertical displacement information.
  • the method 400 at 430 comprises determining that the impact with the object 230 at the one or more wheels 212 of the first axle 210 has occurred when one or more of the vertical displacement information or the vertical acceleration information exceed a respective predetermined threshold. It should be understood that in the first example, step 420 of determining the vertical suspension velocity information is optional.
  • the method 400 at 430 comprises determining that the impact with the object 230 at the one or more wheels 212 of the first axle 210 has occurred by determining that the impact has occurred when the determined vertical suspension velocity exceeds a predetermined velocity threshold.
  • the method 400 may comprise determining that the impact has occurred when the determined vertical suspension velocity exceeds a predetermined velocity threshold alone, or that the impact has occurred when the determined vertical suspension velocity exceeds a predetermined velocity threshold and when one or more of the vertical displacement information or the vertical acceleration information exceed a respective predetermined threshold.
  • the determination of the impact having occurred at the first axle 210 of the second example may be based solely on the determined vertical suspension velocity information, or may be determined in combination with the determination of the first example of the method 400 using the received vertical displacement information and/or the received vertical acceleration information.
  • the method 400 at 430 comprises determining that the impact with the object 230 at the one or more wheels 212 of the first axle 210 has occurred by determining that the impact has occurred when the received vertical acceleration information exceeds a first threshold, the determined vertical suspension velocity exceeds a second threshold within a first predetermined time after the received vertical acceleration information exceeds the first threshold, and the received vertical displacement information exceeds a third threshold within a second predetermined time after the determined vertical suspension velocity exceeds the second threshold.
  • the first predetermined time is 0.02 seconds and the second predetermined time is 0.03 seconds, but it should be understood that the first and second predetermined times may be any amount of time.
  • first and second predetermined times may be determined based on vehicle properties such as the distance between the first and second axles or the vehicle speed.
  • vehicle properties such as the distance between the first and second axles or the vehicle speed.
  • the conditions used to determine that the impact with the object 230 has occurred at one of more wheels 212 of the first axle 210 may differentiate the impact from other events including wheel resonance or slow compression events such as off-road driving.
  • the method 400 may comprise determining whether the impact with the object 230 occurs at the first axle 210 for each wheel 212 of the first axle 210 independently. That is, sensor information associated with each wheel 212 of the first axle 210 may be considered independently of the other wheel(s) of the first axle 210. In another example, the impact at one or more wheels of the first axle 210 may be determined based on information relating to the first axle 210, rather than to individual wheels thereof.
  • Figure 5 is a flow chart showing a method 500 according to an embodiment of the invention.
  • the method 500 may be performed by the control system 100 of Figure 1 or the system 200 of Figure 2.
  • the memory 130 may comprise computer-readable instructions which, when executed by the processor 120, perform the method 500 according to an embodiment of the invention.
  • the method 500 of Figure 5 may be understood to define further optional features of step 320 of Figure 3. That is, the method 500 of Figure 5 relates to determining that the impact with the object 230 is expected at the second axle 220.
  • the method 500 of Figure 5 therefore follows step 310 of Figure 3, and is performed after the impact with the object 230 at the first axle 210 has been determined.
  • the method 500 comprises determining an estimated time of impact with the object 230 at one or more wheels 222 of the second axle 220.
  • the estimated time of impact may be determined based on a time of impact of the one or more wheels of the first axle 210 with the object 230, a vehicle speed and a distance between the first axle 210 and the second axle 220.
  • the method 500 may comprise determining the estimated time of impact by dividing the distance between the first axle 210 and the second axle 220 by the vehicle speed to obtain a time until the estimated impact with the object 230 at the second axle 220, and adding the time until the estimated impact to the time at which the impact occurred at the first axle 210 to obtain the estimated time of impact.
  • the method 500 comprises determining a first time at which the performance parameter of the adaptive vehicle suspension system 270 is to be controlled.
  • the first time may be determined based on the estimated time of impact and a response time of the adaptive vehicle suspension system 270.
  • the adaptive vehicle suspension system 270 may comprise one or more actuators, such as a valve actuator of an adaptive spring 272 or an aperture actuator of an adaptive damper 274, and each actuator may be associated with a response or activation time relating to how quickly the actuator can control the one or more of the adaptive spring 272 or adaptive damper 274 to change suspension characteristics such as a spring stiffness or damper rate.
  • the first time may be determined by subtracting the response time of the adaptive vehicle suspension system 270 from the estimated time of impact.
  • an additional error time period may also be subtracted from the estimated time of impact such that the first time is determined to be before the estimated time of impact by at least as much as the response time of the adaptive vehicle suspension system 270, and optionally even earlier to allow for variance in the response time of the adaptive vehicle suspension system 270.
  • the method 500 comprises determining a second time at which the performance parameter of the adaptive vehicle suspension system 270 is to be returned to a previous value, which may be a value of the performance parameter in use before the impact with the object 230 at the first axle 210 occurred.
  • the second time may be determined as a pre-determined time after the first time, or may be determined by monitoring for an impact detection at one or more wheels 222 of the second axle 220. That is, the performance parameter may be maintained in the changed state for a pre-determined time or until the expected impact with the object 230 at the second axle 220 is detected.
  • the method 500 may further comprise determining whether to control the performance parameter the adaptive vehicle suspension system 270 at a specific wheel 222 of the second axle 220 or at the entire second axle 220. That is, each wheel 222 of the second axle 220 may comprise separate, individually controllable the adaptive vehicle suspension systems 270 or parts thereof and the performance parameter may be controlled individually at each wheel. For example, determining to control the performance parameter at a specific wheel of the second axle 220 may comprise determining that the impact at the first axle 210 only occurs at a first wheel 212a and not at a second wheel 212b.
  • the method 500 may then include controlling the performance parameter to be controlled at only a first wheel 222a of the second axle 220 and not at a second wheel 222b of the second axle 220, where the first wheel 212a, 222a of each axle 210, 220 is provided on a same side of the vehicle.
  • the method 500 may further comprise determining whether the vehicle is turning when the impact at the first axle 210 occurs, and may comprise controlling the performance parameter individually for each wheel when the vehicle is not turning, and controlling the performance parameter across the entire second axle 220 when the vehicle is turning.
  • Figure 6 is a flow chart showing a method 600 according to an embodiment of the invention.
  • the method 600 may be performed by the control system 100 of Figure 1 or the system 200 of Figure 2.
  • the memory 130 may comprise computer-readable instructions which, when executed by the processor 120, perform the method 600 according to an embodiment of the invention.
  • the method 600 of Figure 6 may be understood to define further optional features of step 330 of Figure 3. That is, the method 600 of Figure 6 relates to how the performance parameter of the adaptive vehicle suspension system 270 is controlled at one or more wheels 222 of the second axle 220.
  • the method 600 comprises determining an output performance parameter to be applied to the adaptive vehicle suspension system 270.
  • the output performance parameter may be determined based on at least one of a vehicle speed, a magnitude of one or more of vertical acceleration information, vertical suspension velocity information and vertical displacement information, and one or more properties of the vertical acceleration information and vertical displacement information.
  • the output performance parameter may be determined so as to apply a maximum spring stiffness and/or damper rate when the vehicle is travelling quickly or when the magnitude of the sensor information is large so as to mitigate a high load associated with the expected impact at the second axle 220.
  • the output performance parameter may be determined to increase one or more of the spring stiffness and the damper rate to a level below the maximum spring stiffness or damper rate when the vehicle is travelling less quickly or the magnitude of the sensor information is lower (but still above the respective thresholds discussed above).
  • a response of the adaptive vehicle suspension system 270 may be determined based on the magnitude of a load associated with the expected impact at the second axle 220, and the performance parameter may be controlled accordingly.
  • the performance parameter may always be controlled to set the spring stiffness and/or the damper rate to the maximum level.
  • the method 600 comprises controlling the performance parameter of the adaptive vehicle suspension system 270 at the second axle 220 to be controlled.
  • the performance parameter of the adaptive vehicle suspension system 270 may be controlled at one or more wheels 222 of the second axle 220 individually, or may be controlled across the entire second axle 220.
  • the performance parameter may be controlled to change at the first time determined in the method 500 of Figure 5.
  • Controlling the performance parameter of the adaptive vehicle suspension system 270 to change may comprise outputting a control signal to an actuator of one or more of an adaptive spring 272 or an adaptive damper 274 of the adaptive vehicle suspension system 270 at the second axle 220.
  • an adaptive spring 272 of the adaptive vehicle suspension system 270 may comprise a valve actuator configured to open and close volumes of the adaptive spring 272 to thereby change a spring stiffness of the adaptive spring 272.
  • An adaptive damper 274 of the adaptive vehicle suspension system 270 may comprise an aperture actuator configured to control an aperture size to control a damper rate of the adaptive damper 274.
  • the method 600 at step 620 may therefore comprise transmitting a control signal to one or more of the valve actuator or the aperture actuator to respectively control one or more of the spring stiffness or the damper level.
  • the method 600 comprises controlling the performance parameter to return to a previous value at the second time determined in the method 500 of Figure 5.
  • the performance parameter may be controlled in the same way as in step 620.
  • FIG 7 illustrates a vehicle 700 according to an embodiment of the present invention.
  • the vehicle 700 comprises a control system 100 as illustrated in Figure 1 , a system 200 as illustrated in Figure 2.
  • the vehicle 700 may be configured to perform the method of any of Figures 3 to 6.
  • the vehicle may in some examples comprise an automobile comprising a first axle and a second axle, an adaptive vehicle suspension system, and optionally one or more sensor devices.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Des aspects de la présente invention se rapportent à un système de commande (100) pour un système de suspension de véhicule adaptatif (270), le système de commande (100) comprenant un ou plusieurs dispositifs de commande (110). Le système de commande (100) est configuré pour déterminer, sur la base d'un signal reçu, qu'un impact avec un objet (230) s'est produit au niveau d'une ou de plusieurs roues (212a, 212b) d'un premier essieu (210), le premier essieu (210) précédant un second essieu (220) dans une direction de déplacement (240) ; déterminer si un impact avec l'objet (230) au niveau d'une ou de plusieurs roues (222a, 222b) du second essieu (220) est attendu ; et délivrer en sortie un signal de commande pour commander le système de suspension de véhicule adaptatif (270) pour commander un paramètre de performance du système de suspension de véhicule adaptatif (270) au niveau du second essieu (220) en fonction d'une détermination selon laquelle l'impact au niveau de la ou des roues (222a, 222b) du second essieu (220) est attendu.
PCT/EP2023/061552 2022-05-05 2023-05-02 Gestion de charge de frappe de bordure WO2023213812A1 (fr)

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GB2206586.6A GB2618368A (en) 2022-05-05 2022-05-05 Kerb strike load management
GB2206586.6 2022-05-05

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EP0188289A2 (fr) * 1985-01-18 1986-07-23 Toyota Jidosha Kabushiki Kaisha Dispositif de réglage de suspension arrière
EP0188275B1 (fr) * 1985-01-16 1988-09-07 Toyota Jidosha Kabushiki Kaisha Système de régulation de la suspension des roues arrières
EP2209658B1 (fr) * 2007-11-13 2013-04-03 Toyota Jidosha Kabushiki Kaisha Controleur de suspension
US20190232748A1 (en) * 2018-01-30 2019-08-01 Ford Global Technologies, Llc Methods and apparatus for optimizing vehicle ride performance
DE102017206055B4 (de) * 2016-04-11 2020-08-27 Ford Global Technologies, Llc Verfahren und Vorrichtung zur Dämpferregelung in einem Fahrzeug
DE102021113136A1 (de) * 2020-06-02 2021-12-02 Toyota Jidosha Kabushiki Kaisha Dämpfungssteuervorrichtung und dämpfungssteuerverfahren

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JPH07115572B2 (ja) * 1985-01-16 1995-12-13 トヨタ自動車株式会社 後輪のサスペンション制御装置
JPH04100710A (ja) * 1990-08-16 1992-04-02 Mitsubishi Motors Corp 車両用アクティブサスペンション装置
FR2890903B1 (fr) * 2005-09-22 2008-12-05 Peugeot Citroen Automobiles Sa Dispositif de commande de suspension, vehicule muni de celui-ci, procede d'obtention et programme.
FR2890905B1 (fr) * 2005-09-22 2009-01-16 Peugeot Citroen Automobiles Sa Dispositif de commande de suspension, vehicule muni de celui-ci, procede d'obtention et programme.

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Publication number Priority date Publication date Assignee Title
EP0188275B1 (fr) * 1985-01-16 1988-09-07 Toyota Jidosha Kabushiki Kaisha Système de régulation de la suspension des roues arrières
EP0188289A2 (fr) * 1985-01-18 1986-07-23 Toyota Jidosha Kabushiki Kaisha Dispositif de réglage de suspension arrière
EP2209658B1 (fr) * 2007-11-13 2013-04-03 Toyota Jidosha Kabushiki Kaisha Controleur de suspension
DE102017206055B4 (de) * 2016-04-11 2020-08-27 Ford Global Technologies, Llc Verfahren und Vorrichtung zur Dämpferregelung in einem Fahrzeug
US20190232748A1 (en) * 2018-01-30 2019-08-01 Ford Global Technologies, Llc Methods and apparatus for optimizing vehicle ride performance
DE102021113136A1 (de) * 2020-06-02 2021-12-02 Toyota Jidosha Kabushiki Kaisha Dämpfungssteuervorrichtung und dämpfungssteuerverfahren

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