Automotive suspension system and shock absorber therefor

Claim 2

An automotive suspension system comprising: a shock absorber disposed between a vehicle body and a suspension member rotatably supporting a road wheel, said shock absorber including a cylinder tube connected to one of said vehicle body and said suspension member and defining an internal space, a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a sensor means for monitoring fluid pressure in said first chamber for producing a piston stroke indicative signal indicative of magnitude of piston stroke; an actuating means, associated with said valve means and responsive to a control signal, for controlling said valve means for adjusting flow restriction characteristics according said said control signal; and a controlling means, receiving said piston stroke indicative signal, for deriving a piston stroke speed representative data on the basis of said piston stroke speed reaching a peak value for producing said control signal for harder damping characteristics and detecting alternation of piston stroke direction for producing said control signal for softer damping characteristics.

Claim 3

An automotive suspension system as set forth in claim 1, wherein said sensor means comprises a first piezoelectric element and said actuating means comprises a second piezoelectric element.

Claim 4

An automotive suspension system as set forth in claim 1, wherein said controlling means increases said control signal value at a predetermined rate for increasing flow restriction at a predetermined rate.

Claim 5

An automotive suspension system as set forth in claim 1, wherein said controlling means decreases said control signal value at a predetermined rate for decreasing flow restriction at a predetermined rate.

Claim 6

An automotive suspension system as set forth in claim 1, wherein said controlling means derives flow restriction to be represented by said control signal on the basis of a peak value of said variation rate of said pressure indicative signal.

Claim 7

An automotive suspension system as set forth in claim 1, said controlling means further compares said piston stroke speed with a predetermined bottoming criterion for increasing flow restriction when said variation rate is greater than or equal to said bottoming criterion.

Claim 8

An automotive suspension system comprising: a shock absorber disposed between a vehicle body and a suspension member rotatably supporting a road wheel, said shock absorber including a cylinder tube connected to one of said vehicle body and said suspension member and defining an internal space, a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a pressure sensor means for monitoring fluid pressure in said fluid pressure in said first chamber for producing a pressure indicative signal indicative of magnitude fluid pressure level higher than a predetermined initial pressure level; an actuating means, associated with said valve means and responsive to a control signal, for controlling said valve means for adjusting flow restriction characteristics according said said control signal; and a controlling means, receiving said pressure indicative signal, for deriving a variation rate of said pressure indicative signal and detecting said variation rate reaching a peak value for producing said control signal for increasing flow restriction for harder damping characteristics and detecting said variation rate decreasing across a predetermined softer suspension criterion for producing said control signal for decreasing flow restriction for softer damping characteristics.

Claim 9

An automotive suspension system comprising: a shock absorber disposed between a vehicle body and a suspension member rotatably supporting a road wheel, said shock absorber including a cylinder tube connected to one of said vehicle body and said suspension member and defining an internal space, a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a pressure sensor means for monitoring fluid pressure in said fluid pressure in said first chamber for producing a pressure indicative signal indicative of magnitude fluid pressure level higher than a predetermined initial pressure level; an actuating means, associated with said valve means and responsive to a control signal, for controlling said valve means for adjusting flow restriction characteristics according said said control signal; and a controlling means, receiving said pressure indicative signal, for deriving a variation rate of said pressure indicative signal and detecting said variation rate reaching a peak value for producing said control signal for increasing flow restriction for harder damping characteristics and detecting said variation rate decreasing across a predetermined softer suspension criterion for producing said control signal for decreasing flow restriction for softer damping characteristics.

Claim 10

An automotive suspension system as set forth in claim 7, wherein said pressure comprises a first piezoelectric element and said actuating means comprising a second piezoelectric element.

Claim 11

An automotive suspension system as set forth in claim 8, wherein said controlling means increases said control signal value at a predetermined rate for increasing flow restriction at a predetermined rate.

Claim 12

An automotive suspension system as set forth in claim 7, wherein said controlling means decreases said control signal value at a predetermined rate for decreasing flow restriction at a predetermined rate.

Claim 13

An automotive suspension system as set forth in claim 7, wherein said controlling means derives flow restriction to be represented by said control signal on the basis of a peak value of said variation rate of said pressure indicative signal.

Claim 14

An automotive suspension system as set forth in claim 7, said controlling means further compares said variation rate with a predetermined bottoming criterion for increasing flow restriction when said variation rate is greater than or equal to said bottoming criterion.

Claim 15

An automotive suspension system comprising: a shock absorber disposed between a vehicle body and a suspension member rotatably supporting a road wheel, said shock absorber including a cylinder tube connected to one of said vehicle body and said suspension member and defining an internal space, a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a first valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a first direction of piston stroke, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a second valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a second direction of piston stroke opposite to said first piston stroke direction, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a first piezoelectric means for monitoring fluid pressure in said fluid pressure in said first chamber during said second direction of piston stroke and producing a first pressure indicative signal indicative of magnitude fluid pressure level, said first piezoelectric element being responsive to a control signal for adjusting said flow restriction during said first direction of piston stroke; a second piezoelectric means for monitoring fluid pressure in said fluid pressure in said second chamber during said first direction of piston stroke and producing a second pressure indicative signal indicative of magnitude fluid pressure level, said second piezoelectric element being responsive to said control signal for adjusting said flow restriction during said second direction of piston stroke; and a controlling means, receiving said first and second pressure indicative signal, for selecting one of said first and second pressure indicative signal depending upon the piston stroke direction for deriving a variation rate of the selected one of first and second pressure indicative signals, and detecting said variation rate reaching a peak value for producing said control signal for harder damping characteristics and detecting said variation rate decreasing across a predetermined second value for producing said control signal for softer damping characteristics.

Claim 16

An automotive suspension system comprising: a shock absorber disposed between a vehicle body and a suspension member rotatably supporting a road wheel, said shock absorber including a cylinder tube connected to one of said vehicle body and said suspension member and defining an internal space, a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a first valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a first direction of piston stroke, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a second valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a second direction of piston stroke opposite to said first piston stroke direction, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a first piezoelectric means for monitoring fluid pressure in said fluid pressure in said first chamber during said second direction of piston stroke and producing a first pressure indicative signal indicative of magnitude fluid pressure level, said first piezoelectric element being responsive to a control signal for adjusting said flow restriction during said first direction of piston stroke; a second piezoelectric means for monitoring fluid pressure in said fluid pressure in said second chamber during said first direction of piston stroke and producing a second pressure indicative signal indicative of magnitude fluid pressure level, said second piezoelectric element being responsive to said control signal for adjusting said flow restriction during said second direction of piston stroke; and a controlling means, receiving said first and second pressure indicative signal, for selecting one of said first and second pressure indicative signal depending upon the piston stroke direction for deriving a variation rate of the selected one of first and second pressure indicative signals, and detecting said variation rate reaching a peak value for producing said control signal for harder damping characteristics and detecting said variation rate decreasing across a predetermined second value for producing said control signal for softer damping characteristics.

Claim 17

An automotive suspension system as set forth in claim 13, wherein said controlling means has a first control channel connected to said first and second piezoelectric means for receiving said first pressure indicative signal from said first piezoelectric means and outputting said control signal to said second piezoelectric means during said first direction of piston stroke; and a second control channel connected to said first and second piezoelectric means for receiving said second pressure indicative signal from said second piezoelectric means and outputting said control signal to said first piezoelectric means in said second direction of piston stroke.

Claim 18

An automotive suspension system as set forth in claim 14, wherein said first piezoelectric means operates in a sensor mode during said second direction of piston stroke for monitoring fluid pressure in said first chamber and in an actuator mode for controlling said second valve means so as to adjust flow restriction during said first direction of piston stroke, and said second piezoelectric means operates in a sensor mode during said first direction of piston stroke for monitoring fluid pressure in said second chamber and in an actuator mode for controlling said second valve means so as to adjust flow restriction during said second direction of piston stroke.

Claim 19

An automotive suspension system as set forth in claim 15, wherein each of said first and second piezoelectric means comprises a plurality of thin plate members made of piezoelectric material and adapted to cause mechanical distortion in response to said control signal in a magnitude corresponding to the voltage of said control signal.

Claim 20

An automotive suspension system as set forth in claim 13, wherein said controlling means varies said control signal level between a first higher level ordering a predetermined harder damping characteristics and a second lower level ordering a predetermined softer damping characteristics.

Claim 21

An automotive suspension system as set forth in claim 17, wherein said controlling means varies said control signal level between said first higher and second lower levels at a predetermined variation rate for linearly varying damping characteristics between said predetermined harder and softer damping characteristics through a given lag period.

Claim 22

An automotive suspension system as set forth in claim 13, in which said piston strokes in said first direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in bounding direction and in said second direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in rebounding direction, and said controlling means detects the piston stroke in said first direction to compare said second pressure indicative signal with a predetermined pressure threshold and to compare said variation rate with a predetermined bottoming criterion for outputting said control signal for harder damping characteristics when said second pressure indicative signal is greater than or equal to said pressure threshold and said said variation rate is greater than or equal to said bottoming criterion.

Claim 23

An automotive suspension system as set forth in claim 13, in which said piston strokes in said first direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in bounding direction and in said second direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in rebounding direction, and said controlling means detects the piston stroke in said first direction to compare said variation rate with a predetermined first bottoming criterion for outputting said control signal for harder damping characteristics when said variation rate is greater than or equal to said first bottoming criterion, and detects the piston stroke in said second direction for to compare said variation rate with a predetermined second bottoming criterion for outputting said control signal for harder damping characteristics when said variation rate is greater than or equal to said second bottoming criterion.

Claim 24

An automotive suspension system as set forth in claim 16, wherein said controlling means varies the voltage level of said control signal corresponding to said peak value of said variation rate.

Claim 25

A variable damping force shock absorber system for an automotive suspension system, comprising: a cylinder tube connected to one of a vehicle body and a suspension member rotatably supporting a road wheel and defining an internal space; a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a first valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a first direction of piston stroke, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a second valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a second direction of piston stroke opposite to said first piston stroke direction, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a first piezoelectric means for monitoring fluid pressure in said fluid pressure in said first chamber during said second direction of piston stroke and producing a first pressure indicative signal indicative of magnitude fluid pressure level, said first piezoelectric element being responsive to a control signal for adjusting said flow restriction during said first direction of piston stroke; a second piezoelectric means for monitoring fluid pressure in said fluid pressure in said second chamber during said first direction of piston stroke and producing a second pressure indicative signal indicative of magnitude fluid pressure level, said second piezoelectric element being responsive to said control signal for adjusting said flow restriction during said second direction of piston stroke; and said first and second piezoelectric means being connected to an externally provided controlling means, said controlling means receiving said first and second pressure indicative signal, for selecting one of said first and second pressure indicative signal depending upon the piston stroke direction for deriving a variation rate of the selected one of first and second pressure indicative signals, and detecting said variation rate reaching a peak value for producing said control signal for harder damping characteristics and detecting said variation rate decreasing across a predetermined second value for producing said control signal for softer damping characteristics.

Claim 26

A variable damping force shock absorber system for an automotive suspension system, comprising: a cylinder tube connected to one of a vehicle body and a suspension member rotatably supporting a road wheel and defining an internal space; a piston disposed within said internal space for dividing said internal space into first and second chambers and connected to the other of said vehicle body and said suspension member for relative movement with respect to said cylinder tube, said first and second chambers being filled with a working fluid; a fluid communication means for establishing fluid communication between said first and second chambers with a limited fluid flow rate for generating a damping force against relative motion between said piston and said cylinder tube; a first valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a first direction of piston stroke, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a second valve means associated with said fluid communication means for controlling flow restriction of said fluid communication means in a second direction of piston stroke opposite to said first piston stroke direction, said valve means being variable of flow restriction characteristics for varying damping characteristics of said shock absorber; a first piezoelectric means for monitoring fluid pressure in said fluid pressure in said first chamber during said second direction of piston stroke and producing a first pressure indicative signal indicative of magnitude fluid pressure level, said first piezoelectric element being responsive to a control signal for adjusting said flow restriction during said first direction of piston stroke; a second piezoelectric means for monitoring fluid pressure in said fluid pressure in said second chamber during said first direction of piston stroke and producing a second pressure indicative signal indicative of magnitude fluid pressure level, said second piezoelectric element being responsive to said control signal for adjusting said flow restriction during said second direction of piston stroke; and said first and second piezoelectric means being connected to an externally provided controlling means, said controlling means receiving said first and second pressure indicative signal, for selecting one of said first and second pressure indicative signal depending upon the piston stroke direction for deriving a variation rate of the selected one of first and second pressure indicative signals, and detecting said variation rate reaching a peak value for producing said control signal for harder damping characteristics and detecting said variation rate decreasing across a predetermined second value for producing said control signal for softer damping characteristics.

Claim 27

A shock absorber system as set forth in claim 22, wherein said controlling means has a first control channel connected to said first and second piezoelectric means for receiving said first pressure indicative signal from said first piezoelectric means and outputting said control signal to said second piezoelectric means during said first direction of piston stroke; and a second control channel connected to said first and second piezoelectric means for receiving said second pressure indicative signal from said second piezoelectric means and outputting said control signal to said first piezoelectric means in said second direction of piston stroke.

Claim 28

A shock absorber system as set forth in claim 23, wherein said first piezoelectric means operates in a sensor mode during said second direction of piston stroke for monitoring fluid pressure in said first chamber and in an actuator mode for controlling said second valve means so as to adjust flow restriction during said first direction of piston stroke, and said second piezoelectric means operates in a sensor mode during said first direction of piston stroke for monitoring fluid pressure in said second chamber and in an actuator mode for controlling said second valve means so as to adjust flow restriction during said second direction of piston stroke.

Claim 29

A shock absorber system as set forth in claim 24, wherein each of said first and second piezoelectric means comprises a plurality of thin plate members made of piezoelectric material and adapted to cause mechanical distortion in response to said control signal in a magnitude corresponding to the voltage of said control signal.

Claim 30

A shock absorber system as set forth in claim 22, wherein said controlling means varies said control signal level between a first higher level ordering a predetermined harder damping characteristics and a second lower level ordering a predetermined softer damping characteristics.

Claim 31

A shock absorber system as set forth in claim 26, wherein said controlling means varies said control signal level between said first higher and second lower levels at a predetermined variation rate for linearly varying damping characteristics between said predetermined harder and softer damping characteristics through a given lag period.

Claim 32

A shock absorber system as set forth in claim 22, in which said piston strokes in said first direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in bounding direction and in said second direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in rebounding direction, and said controlling means detects the piston stroke in said first direction to compare said second pressure indicative signal with a predetermined pressure threshold and to compare said variation rate with a predetermined bottoming criterion for outputting said control signal for harder damping characteristics when said second pressure indicative signal is greater than or equal to said pressure threshold and said said variation rate is greater than or equal to said bottoming criterion.

Claim 33

A shock absorber system as set forth in claim 22, in which said piston strokes in said first direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in bounding direction and in said second direction in response to a vibration causing relative displacement of said vehicle body and said suspension member in rebounding direction, and said controlling means detects the piston stroke in said first direction to compare said variation rate with a predetermined first bottoming criterion for outputting said control signal for harder damping characteristics when said variation rate is greater than or equal to said first bottoming criterion, and detects the piston stroke in said second direction for to compare said variation rate with a predetermined second bottoming criterion for outputting said control signal for harder damping characteristics when said variation rate is greater than or equal to said second bottoming criterion.

Claim 34

A shock absorber system as set forth in claim 25, wherein said controlling means varies the voltage level of said control signal corresponding to said peak value of said variation rate.