Distributed active vehicle suspension system

Claim 2

A vehicle suspension system for use in a vehicle having vehicle wheel and hub assemblies and a vehicle body, the vehicle suspension system comprising: a plurality of actuators connected between the vehicle wheel and hub assemblies and the vehicle body, each of the plurality of actuators being contractible and extendable to control the vehicle attitude; first control means associated with at least one of the plurality of actuators and for generating a respective first control signal which is indicative of a load applied to the vehicle in response to a road input to the vehicle; second control means associated with the plurality of actuators and for generating a second control signal which is indicative of a load applied to the vehicle in response to a driver input to the vehicle; filtering means associated with the second control means and for filtering the second control signal from the second control means to remove signals which are above a predetermined bandwidth of frequencies; and means for combining the first control signal with the filtered second control signal to provide an actuator control signal which is applied directly to the at least one actuator, the actuator control signal varying as a function of (i) the first control signal having signals within the predetermined bandwidth of frequencies and signals above the predetermined bandwidth of frequencies and (ii) the filtered second control signal having signals only within the predetermined bandwidth of frequencies to control contraction and extension of the at least one actuator and thereby to provide control of the vehicle attitude.

Claim 3

A vehicle suspension system according to claim 1 wherein the filtering means is adjustable to set the bandwidth of frequencies above which signals from the second control means are removed.

Claim 4

A vehicle suspension system according to claim 1 wherein each of the first and second control means includes a digital processor, and the first control means operates at a higher clock frequency than the second control means.

Claim 5

A vehicle suspension system according to claim 1 further comprising force sensor means for measuring the force transmitted by each actuator to the vehicle body and resolving the forces into the modal forces of heave, pitch, roll, and warp.

Claim 6

A vehicle suspension system according to claim 1 further comprising sensor means for measuring displacement of and forces on the vehicle body and for generating signals indicative thereof, the first control means generating the first control signal using the signals generated by the sensor means in a first model of a spring and damper system, the second control means generating the successive second control signals using the signals generated by the sensor means in a second model of a spring and damper system.

Claim 7

A vehicle suspension system according to claim 1 wherein the second control means uses a model of a spring and damper system acting in the modal coordinates of heave, pitch, warp, and roll.

Claim 8

A vehicle suspension system according to claim 1 wherein the second control means controls an actuator to extend to compensate for deflection of the tires under loading.

Claim 9

A vehicle suspension system according to claim 1 wherein the second control means controls an actuator to respond to low frequency loading on the vehicle body arising from maneuvering of the vehicle.

Claim 10

A vehicle suspension system for use in a vehicle having vehicle wheel and hub assemblies and a vehicle body, the vehicle suspension system comprising: a plurality of actuators connected between the vehicle wheel and hub assemblies and the vehicle body, each of the plurality of actuators being contractible and extendable to control the vehicle attitude; first control means associated with at least one of the plurality of actuators and for generating a respective first control signal having a first clock frequency, said first control signal indicative of a load applied to the vehicle in response to a road input to the vehicle; second control means associated with the plurality of actuators and for generating a second control signal having a second clock frequency, said second control signal indicative of a load applied to the vehicle in response to a driver input to the vehicle, the second clock frequency of the second control signal being lower than the first clock frequency of the first control signal; filtering means associated with the second control means and for filtering the second control signal from the second control means to remove signals which are above a predetermined bandwidth; and means for combining the first control signal with the filtered second control signal to provide an actuator control signal which is applied directly to the at least one actuator the actuator control signal varying as a function of (i) the first control signal having signals within the predetermined bandwidth of frequencies and signals above the predetermined bandwidth of frequencies and (ii) the filtered second control signal having signals only within the predetermined bandwidth of frequencies to control contraction and extension of the at least one actuator and thereby to provide control of the vehicle attitude.

Claim 11

A vehicle suspension system for use in a vehicle having vehicle wheel and hub assemblies and a vehicle body, the vehicle suspension system comprising: a plurality of actuators connected between the vehicle wheel and hub assemblies and the vehicle body, each of the plurality of actuators being contractible and extendable to control the vehicle attitude; first control means associated with at least one of the plurality of actuators and for generating a respective first control signal having a first clock frequency, said first control signal indicative of a load applied to the vehicle in response to a road input to the vehicle; second control means associated with the plurality of actuators and for generating a second control signal having a second clock frequency, said second control signal indicative of a load applied to the vehicle in response to a driver input to the vehicle, the second clock frequency of the second control signal being lower than the first clock frequency of the first control signal; filtering means associated with the second control means and for filtering the second control signal from the second control means to remove signals which are above a predetermined bandwidth; and means for combining the first control signal with the filtered second control signal to provide an actuator control signal which is applied directly to the at least one actuator the actuator control signal varying as a function of (i) the first control signal having signals within the predetermined bandwidth of frequencies and signals above the predetermined bandwidth of frequencies and (ii) the filtered second control signal having signals only within the predetermined bandwidth of frequencies to control contraction and extension of the at least one actuator and thereby to provide control of the vehicle attitude.

Claim 12

A vehicle suspension system for use in a vehicle having vehicle wheel and hub assemblies and a vehicle body, the vehicle suspension system comprising: a plurality of actuators connected between the vehicle wheel and hub assemblies and the vehicle body, each of the plurality of actuators being contractible and extendable to control the vehicle attitude; first control means associated with at least one of the plurality of actuators and for generating a respective first control signal; second control means associated with the plurality of actuators and for generating successive second control signals having respective first and second amplitude values at respective first and second times, the second time being later than the first time; and amplitude modification means associated with the second control means and for decreasing the difference in amplitude value between the first and second amplitude values of the successive second control signals by modifying the second amplitude value occurring at said second time of the successive second control signals; and means for combining the first control signal with (i) the respective first amplitude value occurring at said first time of the successive second control signals, and (ii) the modified second amplitude value occurring at second time of the successive second control signals to provide an actuator control signal which is applied to the at least one actuator to control contraction and extension of the at least one actuator to control vehicle attitude.

Claim 13

A vehicle suspension system for use in a vehicle having vehicle wheel and hub assemblies and a vehicle body, the vehicle suspension system comprising: a plurality of actuators connected between the vehicle wheel and hub assemblies and the vehicle body, each of the plurality of actuators being contractible and extendable to control the vehicle attitude; first control means associated with at least one of the plurality of actuators and for generating a respective first control signal; second control means associated with the plurality of actuators and for generating successive second control signals having respective first and second amplitude values at respective first and second times, the second time being later than the first time; and amplitude modification means associated with the second control means and for decreasing the difference in amplitude value between the first and second amplitude values of the successive second control signals by modifying the second amplitude value occurring at said second time of the successive second control signals; and means for combining the first control signal with (i) the respective first amplitude value occurring at said first time of the successive second control signals, and (ii) the modified second amplitude value occurring at second time of the successive second control signals to provide an actuator control signal which is applied to the at least one actuator to control contraction and extension of the at least one actuator to control vehicle attitude.

Claim 14

A vehicle suspension system according to claim 10 wherein each of the first and second control means includes a digital processor, and the first control means operates at a higher clock frequency than the second control means.

Claim 15

A vehicle suspension system according to claim 10 further comprising force sensor means for measuring the force transmitted by each actuator to the vehicle body and resolving the forces into the modal forces of heave, pitch, roll, and warp.

Claim 16

A vehicle suspension system according to claim 10 further comprising sensor means for measuring displacement of and forces on the vehicle body and for generating signals indicative thereof, the first control means generating the first control signal using the signals generated by the sensor means in a first model of a spring and damper system, the second control means generating the successive second control signals using the signals generated by the sensor means in a second model of a spring and damper system.

Claim 17

A vehicle suspension system according to claim 13 wherein the second control means uses a model of a spring and damper system acting in the modal coordinates of heave, pitch, warp, and roll.

Claim 18

A vehicle suspension system according to claim 10 wherein the second control means controls an actuator to extend to compensate for deflection of the tires under loading.

Claim 19

A vehicle suspension system according to claim 10 wherein the second control means controls an actuator to respond to low frequency loading on the vehicle body arising from maneuvering of the vehicle.