Suspension system deactivating roll and pitch stiffness according to road condition information

Abstract

A suspension system and related control method for improving comfort by disabling passive pitch stiffness in the suspension system by keeping an electromechanical snub valve in a manifold assembly of the suspension system open. The manifold snub valve will remain open to disable passive pitch stiffness of the suspension system if the vehicle is traveling on rough roads or the vehicle is approaching a discontinuity in the road such as a pothole or speed bump. Disabling of the passive pitch stiffness of the suspension system is determined based on road classification information, saved road events, and / or real-time vehicle data from on-board sensors. Thus, in pitch events caused by inertial forces input by the driver, the suspension system will reduce the pitch angle; while in pitch events caused by road inputs, the suspension system will disable the pitch stiffness.

Description

Technical Field

[0001] This disclosure generally relates to suspension systems of motor vehicles, and more specifically, to suspension systems that provide active roll and pitch stiffness based on road conditions and deactivate roll and pitch stiffness. Background Technology

[0002] The descriptions in this section provide only background information in relation to this disclosure and may not constitute prior art.

[0003] Suspension systems improve a vehicle's handling by absorbing bumps and vibrations that would otherwise affect the body. They also improve contact between the ground and the tires, enhancing safety and control. One drawback of suspension systems is that the basic spring / damper arrangement causes the vehicle to tilt / roll to the right or left during cornering (such as turning), forward during deceleration (such as braking), and backward during acceleration. Lateral acceleration during cornering generates roll moments, causing the vehicle to tilt / sag to the right when turning left and to the left when turning right. Rear acceleration and braking generate pitch moments, causing the vehicle to tilt forward during braking, loading the front axle, and tilt backward during acceleration, loading the rear axle. These roll and pitch moments reduce grip, cornering performance, and braking performance, and can also cause discomfort for the driver and passengers. Many vehicles are equipped with stabilizer bars / anti-roll bars, mechanical systems that help counteract roll moments generated during driving. For example, an anti-roll bar is typically a mechanical link that extends laterally across the width of the vehicle between the left and right shock absorbers. When one shock absorber extends, the anti-roll bar applies a force to the opposite shock absorber, thus counteracting the vehicle's roll moment and helping to correct the roll angle for smoother cornering. However, these mechanical systems also have some drawbacks. First, because stabilizer bars / anti-roll bars require a relatively straight, unobstructed path across the vehicle between the shock absorbers, the systems are often subject to packaging limitations. Second, stabilizer bars / anti-roll bars are reactive, working only when the suspension system begins to move (i.e., tilt). This mechanical system cannot be easily turned off or disengaged when roll stiffness is not needed. Some vehicles do have manual or electronically operated stabilizer bar / anti-roll bar disconnect devices, but the complexity and cost of these systems make them unsuitable for most vehicle applications. Packaging limitations also restrict the ability to provide mechanical systems that effectively limit pitch.

[0004] To enhance or replace traditional mechanical stabilizer bars / anti-roll bars, anti-roll suspension systems are currently under development. These systems hydraulically connect two or more shock absorbers in a hydraulic circuit. The extension of one shock absorber creates pressure changes in another(s) in the hydraulic circuit, making that other(s) more difficult to compress. This pressure change in the other(s) increases the roll and pitch stiffness of the vehicle's suspension system. However, a drawback of this system is that it is more difficult to achieve ride comfort because bump forces can be transmitted from one shock absorber to another through the hydraulic circuit, resulting in undesirable suspension movement. For example, higher pitch stiffness can cause ride discomfort if the vehicle is traveling on exceptionally rough roads or hitting large potholes or speed bumps. Therefore, improvements to vehicle suspension systems are still needed to minimize pitch and roll while maintaining acceptable ride comfort. Summary of the Invention

[0005] This section provides a general overview of the disclosures and is not a complete disclosure of their full scope or all characteristics.

[0006] According to one aspect of this disclosure, a method for controlling a vehicle's suspension system is provided. The method includes connecting a manifold assembly to a plurality of shock absorbers via a plurality of hydraulic circuits. The plurality of shock absorbers includes at least one front shock absorber and at least one rear shock absorber. The manifold assembly includes at least one manifold damper valve configured to control fluid flow between the front and rear shock absorbers. The method also includes enabling a pitch stiffness control mechanism, wherein the manifold damper valve opens and closes on demand to activate and deactivate passive pitch stiffness within the suspension system. The method includes the steps of: retrieving a vehicle location; determining, based on the vehicle location, whether the vehicle is traveling on a classified road; and if the vehicle is traveling on a classified road, retrieving road classification information. The road classification information includes a road surface roughness classification, and the method further includes the step of determining whether the road surface roughness classification exceeds an acceptable roughness range. The method also includes the step of: if the road surface roughness classification is not within an acceptable roughness range, opening the manifold damper valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

[0007] According to another aspect of this disclosure, a method for controlling a vehicle's suspension system includes the step of monitoring real-time vehicle data from at least one onboard sensor. The onboard sensor includes one or more acceleration sensors, suspension displacement sensors, and / or road scan sensors. The method includes the step of determining whether a discontinuous road event is approaching based on a combination of real-time vehicle data or vehicle position and saved road events stored in a memory. The method further includes the step of opening at least one manifold damper valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval if a discontinuous road event is imminent.

[0008] According to another aspect of this disclosure, a vehicle suspension system is provided. The suspension system includes multiple shock absorbers connected to a manifold assembly via multiple hydraulic circuits. The multiple shock absorbers include a left front shock absorber, a right front shock absorber, a left rear shock absorber, and a right rear shock absorber. The manifold assembly includes a first manifold damper valve and a second manifold damper valve. The first manifold damper valve can be opened and closed to control fluid flow between the left front shock absorber and the left rear shock absorber. Similarly, the second manifold damper valve can be opened and closed to control fluid flow between the right front shock absorber and the right rear shock absorber. The suspension system also includes a GPS module and a suspension control unit, the GPS module being programmed to acquire vehicle position, and the suspension control unit communicating electronically with the first and second manifold damper valves. The suspension control unit is programmed to have a pitch stiffness control mechanism configured to open and close the first and second manifold damper valves on demand to activate and deactivate passive pitch stiffness within the suspension system. The suspension control unit is further programmed to: determine whether the vehicle is traveling on a classified road based on its location; if so, retrieve the road roughness classification, determine whether it exceeds the acceptable roughness range for the suspension system, and open the first and second manifold damper valves. Therefore, if the road roughness classification is not within the acceptable range, the suspension control unit will deactivate the passive pitch stiffness of the suspension system at specific time intervals.

[0009] Advantageously, the suspension system and related control method of this disclosure can deactivate the passive pitch stiffness of the suspension system when the vehicle is traveling on rough roads or approaching discontinuous road events such as potholes or speed bumps, thereby improving comfort. Thus, during normal operation, the suspension system can adjust to a more aggressive pitch stiffness to improve grip, performance, handling, and braking, because the suspension system can deactivate pitch stiffness when road roughness affects it. Since the passive pitch stiffness of the suspension system can be deactivated based on road classification information and real-time vehicle data, the suspension system of this disclosure will reduce the vehicle pitch angle during pitch events caused by inertial forces resulting from driver inputs (such as during braking or acceleration), and deactivate / close pitch stiffness when road inputs (such as potholes or speed bumps) cause or are about to cause pitch events. Attached Figure Description

[0010] Other advantages of this disclosure will be readily apparent from the following detailed description and in conjunction with the accompanying drawings.

[0011] in:

[0012] Figure 1 This is a schematic diagram of an exemplary suspension system of the present disclosure, which includes two buffer valves for opening and closing hydraulic lines connecting two front shock absorbers and two rear shock absorbers of the system;

[0013] Figure 2 This is a schematic diagram of another exemplary suspension system of the present disclosure, which includes two buffer valves for opening and closing hydraulic lines connecting two front shock absorbers and two rear shock absorbers of the system, and separate hydraulic lift circuits for the two front shock absorbers;

[0014] Figure 3 This is a schematic diagram of another exemplary suspension system of the present disclosure, which includes two buffer valves for opening and closing hydraulic lines connecting two front shock absorbers and two rear shock absorbers of the system, and two independent hydraulic lift circuits for the two front shock absorbers and two rear shock absorbers.

[0015] Figure 4 This is a schematic diagram illustrating another exemplary suspension system of the present disclosure, which includes four hydraulic circuits connecting the front and rear shock absorbers and an exemplary manifold assembly equipped with a buffer valve;

[0016] Figure 5 yes Figure 4 A schematic diagram of an exemplary manifold assembly equipped with a buffer valve is shown;

[0017] Figure 6 This is a schematic diagram of another exemplary suspension system disclosed herein, which includes four hydraulic circuits connecting the front and rear shock absorbers and another exemplary manifold assembly equipped with a buffer valve;

[0018] Figure 7 This is a schematic diagram illustrating another exemplary suspension system of the present disclosure, which includes four hydraulic circuits connecting the front and rear shock absorbers and another exemplary manifold assembly equipped with a buffer valve;

[0019] Figure 8 This is a schematic diagram showing a vehicle equipped with an exemplary suspension control system according to the present disclosure; and

[0020] Figure 9 This is a flowchart illustrating an exemplary method for controlling an exemplary suspension system as described in this disclosure. Detailed Implementation

[0021] Referring to the accompanying drawings, where the same numbers denote corresponding parts in each drawing, various suspension systems equipped with damping valves are shown.

[0022] Example embodiments will now be described more fully with reference to the accompanying drawings. Exemplary embodiments are provided to make this disclosure more detailed and to fully communicate the scope of this disclosure to those skilled in the art. Numerous specific details, such as examples of specific components, devices, and methods, are set forth herein to provide a comprehensive understanding of embodiments of this disclosure. It will be apparent to those skilled in the art that the example embodiments may be embodied in many different forms without requiring specific details, and none of these forms should be construed as limiting the scope of this disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known techniques are not described in detail.

[0023] The terminology used herein is for describing specific exemplary embodiments only and is not restrictive. The singular forms “a,” “an,” and “the” used herein also include the plural forms unless the context clearly indicates otherwise. The terms “comprising,” “including,” “containing,” and “having” are inclusive and thus specify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein should not be construed as having to be performed in the specific order discussed or described unless specifically specified. It should also be understood that other steps or alternative steps may be employed.

[0024] When an element or layer is referred to as “on,” “joined to,” “connected to,” or “coupled to” another element or layer, it may be directly on, joined to, connected to, or coupled to another element or layer, or there may be intermediate elements or layers present. Conversely, when an element is referred to as “directly on,” “directly joined to,” “directly connected to,” or “directly coupled to” another element or layer, there may be no intermediate elements or layers present. Other terms used to describe relationships between elements should be interpreted similarly (e.g., “between” vs. “directly between,” “adjacent” vs. “directly adjacent,” etc.). The term “and / or” as used herein includes any and all combinations of one or more of the related listed items.

[0025] Although the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers, and / or portions, these elements, components, regions, layers, and / or portions should not be limited by these terms. These terms are used only to distinguish one element, component, region, layer, or portion from another region, layer, or portion. Unless the context clearly indicates otherwise, the terms "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, a first element, component, region, layer, or portion discussed below may be referred to as a second element, component, region, layer, or portion without departing from the teachings of the exemplary embodiments.

[0026] For ease of description, this document uses spatial relative terms such as "inside," "outside," "below," "below," "lower," "above," and "upper" to describe the relationship between one element or feature and another element or feature shown in the figure. In addition to the orientations described in the figure, spatial relative terms may also include different orientations of the device during use or operation. For example, if the device in the figure is flipped over, then the element or feature described as "below" or "below" would be placed "above" other elements or features. Therefore, the example term "below" can include both "above" and "below." The device may be oriented in other ways (rotated 90 degrees or other orientations), and the spatial relative descriptors used herein will be interpreted accordingly.

[0027] Reference Figure 1 The suspension system 100 includes a left front shock absorber 102a, a right front shock absorber 102b, a left rear shock absorber 102c, and a right rear shock absorber 102d. It is understood that the suspension system 100 described herein may include a different number of shock absorbers than those shown in the figures, but in most automotive applications, four shock absorbers are used at each corner of the vehicle to control the vertical movement of the front and rear wheels. Therefore, the left front shock absorber 102a controls (e.g., suppresses) the up-and-down (i.e., vertical) movement of the left front wheel, the right front shock absorber 102b controls (e.g., suppresses) the up-and-down (i.e., vertical) movement of the right front wheel, the left rear shock absorber 102c controls (e.g., suppresses) the up-and-down (i.e., vertical) movement of the left rear wheel, and the right rear shock absorber 102d controls (e.g., suppresses) the up-and-down (i.e., vertical) movement of the right rear wheel.

[0028] The suspension system 100 also includes a manifold assembly 104, which is fluidly connected to the pump assembly 106 via a pump hydraulic line 108. While other configurations are possible, in the illustrated example, the pump assembly 106 includes a bidirectional pump 110, a hydraulic reservoir 112 (e.g., a tank), and a bypass hydraulic line 114, which can be opened and closed via a pressure relief valve 116. The bidirectional pump 110 includes a first inlet / outlet port connected to the pump hydraulic line 108 and a second inlet / outlet port fluidly communicating with the hydraulic reservoir 112 via the reservoir hydraulic line 118. The bidirectional pump 110 can operate in two opposite directions (i.e., pump fluid) depending on the polarity of the power supplied to the pump 110; therefore, the first inlet / outlet port can operate as either an inlet or outlet port depending on the operating direction of the bidirectional pump 110, as can the second inlet / outlet port. In the example where the first inlet / outlet port serves as the inlet port of the bidirectional pump 110 and the second inlet / outlet port serves as the outlet port of the bidirectional pump 110, the bidirectional pump 110 draws hydraulic fluid from the pump hydraulic line 108 through the first inlet / outlet port and discharges the hydraulic fluid into the reservoir hydraulic line 118 through the second inlet / outlet port. Therefore, the bidirectional pump 110 generates a negative pressure in the pump hydraulic line 108, which the manifold assembly 104 can utilize to reduce the fluid pressure in the suspension system 100. In the example where the second inlet / outlet port serves as the inlet port of the bidirectional pump 110 and the first inlet / outlet port serves as the outlet port of the bidirectional pump 110, the bidirectional pump 110 draws hydraulic fluid from the reservoir hydraulic line 118 through the second inlet / outlet port and discharges the hydraulic fluid into the pump hydraulic line 108 through the first inlet / outlet port. Therefore, the bidirectional pump 110 generates a positive pressure in the pump hydraulic line 108, which the manifold assembly 104 can utilize to increase the fluid pressure in the suspension system 100. The bypass hydraulic line 114 extends from the pump hydraulic line 108 to the hydraulic reservoir 112. When the pressure in the pump hydraulic line 108 exceeds the threshold pressure, causing the pressure relief valve 116 to open, the bypass hydraulic line 114 discharges fluid back to the hydraulic reservoir 112.

[0029] Manifold assembly 104 is fluidly connected to front and rear shock absorbers 102a, 102b, 102c, and 102d via first and second hydraulic circuits 120a and 120b. Manifold assembly 104 includes first and second manifold valves 122a and 122b connected in parallel with pump hydraulic lines 108. First hydraulic circuit 120a is fluidly connected to first manifold valve 122a, and second hydraulic circuit 120b is fluidly connected to second manifold valve 122b. Manifold assembly 104 also includes a first pressure sensor 124a for monitoring the pressure of the first hydraulic circuit 120a and a second pressure sensor 124b for monitoring the pressure of the second hydraulic circuit 120b. The bidirectional pump 110 of pump assembly 106, the first and second pressure sensors 124a and 124b, and the first and second manifold valves 122a and 122b of manifold assembly 104 are electrically connected to a controller (not shown). The controller is configured to activate (i.e., open in forward or reverse direction) the bidirectional pump 110 and electronically drive (i.e., open and close) the first and second manifold valves 122a and 122b in response to various inputs (including signals from the first and second pressure sensors 124a and 124b). When the controller opens the first and second manifold valves 122a and 122b, the fluid pressure in the first and second hydraulic circuits 120a and 120b increases or decreases depending on the direction of operation of the bidirectional pump 110.

[0030] The anti-roll function of the suspension system 100 will be described in detail below. However, from Figure 1 As can be seen, the fluid pressure in the first and second hydraulic circuits 120a and 120b can dynamically adjust the roll stiffness of the vehicle, which can be used to reinforce or completely replace mechanical stabilizer bars / anti-roll bars (such mechanical systems require a relatively straight, unobstructed passage between each front shock absorber 102a, 102b and each rear shock absorber 102c, 102d). Therefore, the suspension system 100 disclosed herein has a packaging advantage because the shock absorbers 102a, 102b, 102c, 102d only need to be hydraulically connected to the manifold assembly 104.

[0031] Each shock absorber 102a, 102b, 102c, 102d of the suspension system 100 includes a shock absorber housing, a piston rod, and a piston mounted on the piston rod. The piston slides within the shock absorber housing, dividing the shock absorber housing into a compression chamber and a rebound chamber. Therefore, the left front shock absorber 102a includes a first compression chamber 126a and a first rebound chamber 128a; the right front shock absorber 102b includes a second compression chamber 126b and a second rebound chamber 128b; the left rear shock absorber 102c includes a third compression chamber 126c and a third rebound chamber 128c; and the right rear shock absorber 102d includes a fourth compression chamber 126d and a fourth rebound chamber 128d.

[0032] In each shock absorber 102a, 102b, 102c, and 102d, the piston is a closed piston with no fluid flow path inside or in its structure. Furthermore, there are no other fluid flow paths within the shock absorber housing; therefore, apart from the first and second hydraulic circuits 120a and 120b, there is no fluid flow between the compression and rebound chambers of shock absorbers 102a, 102b, 102c, and 102d. The rebound chambers 128a, 128b, 128c, and 128d of shock absorbers 102a, 102b, 102c, and 102d decrease in volume during the rebound / extension stroke and increase in volume during the compression stroke. The compression chambers 126a, 126b, 126c, and 126d of shock absorbers 102a, 102b, 102c, and 102d decrease in volume during the compression stroke of shock absorbers 102a, 102b, 102c, and 102d, and increase in volume during the rebound / extension stroke of shock absorbers 102a, 102b, 102c, and 102d.

[0033] Each shock absorber 102a, 102b, 102c, and 102d also includes a rebound chamber port and compression chamber ports 130a and 130b in the shock absorber housing, each port being equipped with a damping valve. The rebound chamber port 130a is in fluid communication with the rebound chambers 128a, 128b, 128c, and 128d of the shock absorbers 102a, 102b, 102c, and 102d, and the second port 130b is in fluid communication with the compression chambers 126a, 126b, 126c, and 126d of the shock absorbers 102a, 102b, 102c, and 102d. The damping valves in the rebound chamber port and compression chamber port 130a, 130b can be passive valves / spring biased valves (e.g., spring disc stacked valves) or active valves (e.g., electromechanical valves) that control the flow of fluid into and out of the compression chamber and rebound chamber of the shock absorbers 102a, 102b, 102c, 102d, thereby providing one or more rebound damping rates and compression damping rates for each shock absorber 102a, 102b, 102c, 102d.

[0034] The first hydraulic circuit 120a includes a first longitudinal hydraulic line 132a that extends and is fluidly connected between and to the second port 130b of the left front shock absorber 102a (leading to the first compression chamber 126a) and the second port 130b of the left rear shock absorber 102c (leading to the third compression chamber 126c). The first hydraulic circuit 120a includes a front hydraulic line 134a that extends and is fluidly connected between and to the first longitudinal hydraulic line 132a and the rebound chamber port 130a of the right front shock absorber 102b (leading to the second rebound chamber 128b). The first hydraulic circuit 120a also includes a rear hydraulic line 136a that extends and is fluidly connected between and to the first longitudinal hydraulic line 132a and the rebound chamber port 130a of the right rear shock absorber 102d (leading to the fourth rebound chamber 128d). The first hydraulic circuit 120a also includes a first manifold hydraulic line 138a, which extends and is fluidly connected between and to the first longitudinal hydraulic line 132a and the first manifold valve 122a. The second hydraulic circuit 120b includes a second longitudinal hydraulic line 132b, which extends and is fluidly connected between and to the compression chamber port 130b of the right front shock absorber 102b (leading to the second compression chamber 126b) and the compression chamber port 130b of the right rear shock absorber 102d (leading to the fourth compression chamber 126d). The second hydraulic circuit 120b includes a front hydraulic line 134b, which extends and is fluidly connected between and to the second longitudinal hydraulic line 132b and the rebound chamber port 130a of the left front shock absorber 102a (leading to the first rebound chamber 128a). The second hydraulic circuit 120b also includes a rear hydraulic line 136b that extends and is fluidly connected between the second longitudinal hydraulic line 132b and the rebound chamber port 130a of the left rear shock absorber 102c (leading to the third rebound chamber 128c). The second hydraulic circuit 120b also includes a second manifold hydraulic line 138b that extends and is fluidly connected between the second longitudinal hydraulic line 132b and the second manifold valve 122b. It should be understood that the term "longitudinal" as used in the first and second longitudinal hydraulic lines 132a, 132b simply refers to the fact that the first and second longitudinal hydraulic lines 132a, 132b typically run between the front shock absorbers 102a, 102b and the rear shock absorbers 102c, 102d. As long as the first and second longitudinal hydraulic lines 132a, 132b ultimately connect the front shock absorbers 102a, 102b and the rear shock absorbers 102c, 102d, they do not need to be in a straight line or arranged in any particular direction.

[0035] The suspension system 100 also includes four bridge-type hydraulic lines 140a, 140b, 140c, and 140d, which fluidly connect the first and second hydraulic circuits 120a and 120b to each corner of the vehicle. The four bridge-type hydraulic lines 140a, 140b, 140c, and 140d include: a left front axle hydraulic line 140a, which extends and is fluidly connected between and to the first longitudinal hydraulic line 132a of the first hydraulic circuit 120a and the front hydraulic line 134b of the second hydraulic circuit 120b; a right front axle hydraulic line 140b, which extends and is fluidly connected between and to the first longitudinal hydraulic line 134a of the first hydraulic circuit 120a and the second longitudinal hydraulic line 132b of the second hydraulic circuit 120b; a left rear axle hydraulic line 140c, which extends and is fluidly connected between and to the first longitudinal hydraulic line 132a of the first hydraulic circuit 120a and the rear hydraulic line 136b of the second hydraulic circuit 120b; and a right rear axle hydraulic line 140d, which extends and is fluidly connected between and to the rear hydraulic line 136a of the first hydraulic circuit 120a and the second longitudinal hydraulic line 132b of the second hydraulic circuit 120b.

[0036] The left front axle hydraulic line 140a connects to the first longitudinal hydraulic line 132a between the compression chamber port 130b of the left front shock absorber 102a and the front hydraulic line 134a of the first hydraulic circuit 120a. The right front axle hydraulic line 140b connects to the second longitudinal hydraulic line 132b between the compression chamber port 130b of the right front shock absorber 102b and the front hydraulic line 134b of the second hydraulic circuit 120b. The left rear axle hydraulic line 140c connects to the first longitudinal hydraulic line 132a between the compression chamber port 130b of the left rear shock absorber 102c and the rear hydraulic line 136a of the first hydraulic circuit 120a. The right rear axle hydraulic line 140d connects to the second longitudinal hydraulic line 132b between the compression chamber port 130b of the right rear shock absorber 102d and the rear hydraulic line 136b of the second hydraulic circuit 120b. In the illustrated examples, all hydraulic lines are made of flexible tubing (such as hydraulic hoses), but other conduit structures and / or fluid channels may also be used.

[0037] The left front accumulator 142a is fluidly connected to the first longitudinal hydraulic line 132a at a location between the compression chamber port 130b of the left front shock absorber 102a and the left front axle hydraulic line 140a. The right front accumulator 142b is fluidly connected to the second longitudinal hydraulic line 132b at a location between the compression chamber port 130b of the right front shock absorber 102b and the right front axle hydraulic line 140b. The left rear accumulator 142c is fluidly connected to the first longitudinal hydraulic line 132a at a location between the compression chamber port 130b of the left rear shock absorber 102c and the left rear axle hydraulic line 140c. The right rear accumulator 142d is fluidly connected to the second longitudinal hydraulic line 132b at a location between the compression chamber port 130b of the right rear shock absorber 102d and the right rear axle hydraulic line 140d. Each accumulator 142a, 142b, 142c, 142d has a variable fluid volume, which increases or decreases depending on the fluid pressure in the first and second longitudinal hydraulic lines 132a, 132b. It is understood that the accumulators 142a, 142b, 142c, 142d can employ a variety of different structures. For example, but not limited to, the accumulators 142a, 142b, 142c, 142d can have an energy storage chamber and a pressurized gas chamber separated by a floating piston or a flexible diaphragm.

[0038] The suspension system 100 also includes six electromechanical buffer valves 144a, 144b, 144c, 144d, 146a, and 146b, which are directly connected (i.e., in series) to each axle hydraulic line 140a, 140b, 140c, 140d and each longitudinal hydraulic line 132a, 132b. The left front buffer valve 144a is located in the left front axle hydraulic line 140a. The right front buffer valve 144b is located in the right front axle hydraulic line 140b. The left rear buffer valve 144c is located in the left rear axle hydraulic line 140c. The right rear buffer valve 144d is located in the right rear axle hydraulic line 140d. The first longitudinal buffer valve 146a is located in the first longitudinal hydraulic line 132a between the front and rear hydraulic lines 134a and 136a of the first hydraulic circuit 120a. The second longitudinal buffer valve 146b is located in the second longitudinal hydraulic line 132b between the preceding and following hydraulic lines 134b and 136b of the second hydraulic circuit 120b. In the illustrated example, buffer valves 144a, 144b, 144c, 144d and longitudinal buffer valves 146a, 146b are semi-active electromechanical valves, composed of a passive spring disc element and a solenoid valve. Buffer valves 144a, 144b, 144c, 144d and longitudinal buffer valves 146a, 146b are electronically connected to a controller configured to supply current to the solenoid valves of buffer valves 144a, 144b, 144c, 144d and longitudinal buffer valves 146a, 146b to selectively and individually open and close buffer valves 144a, 144b, 144c, 144d and longitudinal buffer valves 146a, 146b.

[0039] A first pressure sensor 124a of the manifold assembly 104 measures the fluid pressure in the first manifold hydraulic line 138a, and a second pressure sensor 124b of the manifold assembly 104 measures the fluid pressure in the second manifold hydraulic line 138b. When the vehicle turns, brakes, or accelerates, one or more accelerometers (not shown) measure lateral and longitudinal acceleration, and the controller calculates an anti-roll torque to control vehicle roll. Additionally, the vehicle's lateral and longitudinal acceleration can be calculated by the controller based on various inputs, including but not limited to steering angle, vehicle speed, brake pedal position, and / or accelerator pedal position. Shock absorbers 102a, 102b, 102c, and 102d provide forces to counteract the roll moment caused by lateral acceleration, thereby reducing the vehicle's roll angle.

[0040] When the first and second manifold valves 122a and 122b are closed, the first and second hydraulic circuits 120a and 120b can operate together or independently as a closed-loop system, depending on the open or closed states of the electromechanical buffer valves 144a, 144b, 144c, 144d and the longitudinal buffer valves 146a and 146b. When the first and / or second manifold valves 122a and 122b are open, the bidirectional pump 110 either adds fluid to or removes fluid from the first and / or second hydraulic circuits 120a and 120b. As will be explained in detail below, the suspension system 100 can control the roll stiffness of the vehicle, thereby changing the degree to which the vehicle tilts to one side or the other during cornering (i.e., roll).

[0041] For example, when a vehicle turns right, the momentum of the sprung weight tends to cause the vehicle to lean to the left on the outside of the curve, thus compressing the left front shock absorber 102a and the left rear shock absorber 102c. At this time, fluid flows out from the first compression chamber 126 of the left front shock absorber 102a and the third compression chamber 126c of the left rear shock absorber 102c, entering the first longitudinal hydraulic line 132a of the first hydraulic circuit 120a. As the weight shifts to the left side of the vehicle, the right front shock absorber 102b and the right rear shock absorber 102d begin to extend, causing fluid to flow out from the second rebound chamber 128b of the right front shock absorber 102b and the fourth compression chamber 126d of the right rear shock absorber 102d, entering the front and rear hydraulic lines 134a and 136a of the first hydraulic circuit 120a. When the buffer valves 144a, 144b, 144c, and 144d are closed, fluid flows out from the first compression chamber 126a of the left front shock absorber 102a, the third compression chamber 126c of the left rear shock absorber 102c, the second rebound chamber 128b of the right front shock absorber 102b, and the fourth rebound chamber 128d of the right rear shock absorber 102d, and enters the front and rear hydraulic lines 134a and 136a of the first hydraulic circuit 120a, increasing the pressure in the left front and left rear accumulators 142a and 142c, thereby providing a passive roll resistance. In this case, since the first compression chamber 126a of the left front shock absorber 102a and the third compression chamber 126c of the left rear shock absorber 102c are in fluid communication with the first hydraulic circuit 120a, the left front shock absorber 102a and the left rear shock absorber 102c become increasingly difficult to compress. Simultaneously, fluid flows out from the right front and right rear accumulators 142b and 142d, into the first rebound chamber 128a of the left front shock absorber 102a, into the third rebound chamber 128c of the left rear shock absorber 102c, into the second compression chamber 126b of the right front shock absorber 102b, and into the fourth compression chamber 126d of the right rear shock absorber 102d. The pressure difference generated between the shock absorbers 102a, 102b, 102c, and 102d produces a damping force to counteract or resist the vehicle's roll moment. When the bidirectional pump 110 operates in the first direction, opening the first manifold valve 122a increases additional roll resistance. At this time, the bidirectional pump 110 draws hydraulic fluid from the reservoir hydraulic line 118 and discharges the hydraulic fluid into the pump hydraulic line 108, thereby generating positive pressure in the pump hydraulic line 108. When the first manifold valve 122a is opened, the fluid pressure in the first hydraulic circuit 120a increases.

[0042] When the vehicle makes a left turn, the situation is reversed. The momentum of the vehicle's sprung weight tends to cause the vehicle to lean to the right, compressing the right front shock absorber 102b and the right rear shock absorber 102d. When this occurs, fluid flows out from the second compression chamber 126b of the right front shock absorber 102b and the fourth compression chamber 126d of the right rear shock absorber 102d, entering the second longitudinal hydraulic line 132b of the second hydraulic circuit 120b. As the weight shifts to the right side of the vehicle, the left front shock absorber 102a and the left rear shock absorber 102c begin to extend, causing fluid to flow out from the first rebound chamber 128a of the left front shock absorber 102a and the third rebound chamber 128c of the left rear shock absorber 102c, entering the front and rear hydraulic lines 134b and 136b of the second hydraulic circuit 120b. When the buffer valves 144a, 144b, 144c, and 144d are closed, fluid flows out from the second compression chamber 126b of the right front shock absorber 102b, the fourth compression chamber 126d of the right rear shock absorber 102d, the first rebound chamber 128a of the left front shock absorber 102a, and the third rebound chamber 128c of the left rear shock absorber 102c, and enters the front and rear hydraulic lines 134b and 136b of the second hydraulic circuit 120b, increasing the pressure in the right front and right rear accumulators 142b and 142d, thereby providing a passive roll resistance. In this case, since the second compression chamber 126b of the right front shock absorber 102b and the fourth compression chamber 126d of the right rear shock absorber 102d are in fluid communication with the second hydraulic circuit 120b, it becomes increasingly difficult to compress the right front shock absorber 102b and the right rear shock absorber 102d. Simultaneously, fluid flows out from the left front and left rear accumulators 142a and 142c, and into the second rebound chamber 128b of the right front shock absorber 102b, the fourth rebound chamber 128d of the right rear shock absorber 102d, the first compression chamber 126a of the left front shock absorber 102a, and the third compression chamber 126c of the left rear shock absorber 102c. The pressure difference generated between the shock absorbers 102a, 102b, 102c, and 102d generates a damping force to counteract or resist the vehicle's roll moment. When the bidirectional pump 110 operates in the first direction, additional roll resistance can be increased by opening the second manifold valve 122b. At this time, the bidirectional pump 110 draws hydraulic fluid from the reservoir hydraulic line 118 and discharges the hydraulic fluid into the pump hydraulic line 108, thereby generating positive pressure in the pump hydraulic line 108. When the second manifold valve 122b is opened, the fluid pressure in the second hydraulic circuit 120b increases.

[0043] It should also be understood that during cornering, the roll stiffness of the front shock absorbers 102a and 102b can be coupled or decoupled from the roll stiffness of the rear shock absorbers 102c and 102d by opening and closing the first and / or second longitudinal damping valves 146a and 146b. For example, when the first longitudinal damping valve 146a is open, the roll stiffness of the left front shock absorber 102a and the left rear shock absorber 102c will be coupled, while when the first longitudinal damping valve 146a is closed, the roll stiffness will be decoupled. Similarly, the roll stiffness of the right front shock absorber 102b and the right rear shock absorber 102d is coupled when the second longitudinal damping valve 146b is open and decoupled when the second longitudinal damping valve 146b is closed.

[0044] When roll stiffness is not required, buffer valves 144a, 144b, 144c, 144d and longitudinal buffer valves 146a, 146b can be opened to improve ride comfort of the suspension system 100 and reduce or eliminate unwanted suspension movement caused by hydraulic coupling between one shock absorber and another in the system (e.g., compression of one shock absorber causes movement and / or damping change in the other). For example, when the left front buffer valve 144a is open, and the left front shock absorber 102a undergoes a compression stroke when the left front wheel hits a bump, fluid can flow from the first compression chamber 126a of the left front shock absorber 102a into the first longitudinal hydraulic line 132a, through the left front axle hydraulic line 140a and the left front buffer valve 144a into the front hydraulic line 134b of the second hydraulic circuit 120b, and into the first rebound 128a of the left front shock absorber 102a. Therefore, fluid can flow from the first compression chamber 126a to the first rebound chamber 128a of the left front shock absorber 102a, with the only restriction coming from the damping valves in the rebound chamber port and compression chamber ports 130a and 130b of the left front shock absorber 102a. Thus, when all the damping valves 144a, 144b, 144c, 144d and the longitudinal damping valves 146a, 146b are open, the shock absorbers 102a, 102b, 102c, and 102d can be effectively decoupled from each other to improve driving comfort. It should also be understood that, in order to restore the suspension system 100 to this "comfort mode", the first and / or second manifold valves 122a, 122b can be opened when the bidirectional pump 110 is running in the second direction. At this time, the bidirectional pump 110 draws in hydraulic fluid from the pump hydraulic line 108 and discharges the hydraulic fluid into the reservoir hydraulic line 118, thereby generating negative pressure in the pump hydraulic line 108 and reducing the fluid pressure in the first and / or second hydraulic circuits 120a, 120b.

[0045] Figure 2 Another suspension system 200 is shown, which is related to Figure 1 The suspension system 100 shown has many of the same components, but... Figure 2A front axle lift assembly 248 has been added. The following paragraphs will describe... Figure 2 New and / or different from Figure 1 The structure and function of the components shown and described are presented here, rather than repeating the descriptions above. It should be understood that... Figure 1 The reference numerals in the figures are "100" series (e.g., 100, 102, 104, etc.), while Figure 2 Zhongyu Figure 1 The suspension system 100 shown has the same basic reference numerals for the same or similar components, except for a series of reference numerals listed as "200" (e.g., 200, 202, 204, etc.). Therefore, the above description of component 100 also applies to components 100. Figure 2 Component 200, and so on.

[0046] Figure 2The illustrated front axle lift assembly 248 includes a left front lifter 250a on the left front shock absorber 202a and a right front lifter 250b on the right front shock absorber 202b. While other configurations are possible, in the illustrated example, the left and right front shock absorbers 202a and 202b each include a left front coil spring 252a and a right front coil spring 252b, respectively, which extend helically and coaxially around the piston rods of the front shock absorbers 202a and 202b. The front lifters 250a and 250b are located between the front coil springs 252a and 252b and the first and second rebound chambers 228a and 228b of the front shock absorbers 202a and 202b, and extend annularly and coaxially around the piston rods. The manifold assembly 204 also includes a third manifold valve 222c, which is in fluid communication with the pump hydraulic line 208. A front axle lift hydraulic line 254a extends between the left front lifter 250a and the right front lifter 250b and is fluidly connected to a third manifold valve 222c. A third pressure sensor 224c is used to monitor the fluid pressure in the front axle lift hydraulic line 254a. Each front lifter 250a, 250b is axially extendable, such that an increase in fluid pressure inside the front lifters 250a, 250b causes them to push the front coil springs 252a, 252b away from the first and second rebound chambers 228a, 228b of the front shock absorbers 202a, 202b, thereby lifting (i.e. raising) the front of the vehicle and increasing the ride height. To activate the front axle lift assembly 248, the controller opens the third manifold valve 222c when the bidirectional pump 210 is running in the first direction. At this time, the bidirectional pump 210 draws hydraulic fluid from the reservoir hydraulic line 218 and discharges it into the pump hydraulic line 208, creating positive pressure in the pump hydraulic line 208. This increases the fluid pressure in the front axle lift hydraulic line 254a, thereby increasing the pressure in the front lifters 250a and 250b. Once the desired lift position is reached, the controller closes the third manifold valve 222c. Therefore, the front axle lift assembly 248 can be used to provide better ground clearance during off-road driving or to provide better ground clearance for low-speed vehicles when crossing speed bumps. In order to deactivate the front axle lift assembly 248, when the bidirectional pump 210 is running in the second direction, the controller opens the third manifold valve 222c. At this time, the bidirectional pump 210 draws in hydraulic fluid from the pump hydraulic line 208 and discharges the hydraulic fluid into the reservoir hydraulic line 218, thereby generating a negative pressure in the pump hydraulic line 208. This negative pressure reduces the hydraulic fluid pressure in the front axle lift hydraulic line 254a, causing the front of the vehicle to descend to the unlifted position.

[0047] Figure 3 Another suspension system 300 is shown, which is related to Figure 1 and Figure 2 The suspension systems 100 and 200 shown have many of the same components, but... Figure 3A rear axle lift assembly 356 has been added. The following paragraphs will describe... Figure 3 New and / or different Figure 1 and Figure 2 The structure and function of the components shown and described are presented, rather than repeating the descriptions above. It should be understood that... Figure 1 The reference numerals in the figures are "100" series (such as 100, 102, 104, etc.). Figure 2 The reference numerals in the figures are "200" series (such as 200, 202, 204, etc.), while Figure 3 Zhongyu Figure 1 and Figure 2 The suspension systems 100 and 200 shown share the same basic reference numerals for identical or similar components, except for series designations listed as "300" (such as 300, 302, 304, etc.). Therefore, the above description of components 100 and 200 also applies. Figure 3 Component 300 in the example, and so on.

[0048] Figure 3The rear axle lift assembly 356 shown includes a left rear lifter 350c located on the left rear shock absorber 302c and a right rear lifter 350d located on the right rear shock absorber 302d. While other configurations are possible, in the illustrated example, the left and right rear shock absorbers 302c and 302d each include a left rear coil spring 352c and a right rear coil spring 352d, respectively, which extend helically and coaxially around the piston rods of the rear shock absorbers 302c and 302d. The rear lifters 350c and 350d are located between the rear coil springs 352c and 352d and the third and fourth rebound chambers 328c and 328d of the rear shock absorbers 302a and 302b, and extend annularly and coaxially around the piston rod. The manifold assembly 304 also includes a fourth manifold valve 322d, which is in fluid communication with the pump hydraulic line 308. The rear axle lift hydraulic line 354b extends between the left rear lifter 350c and the right rear lifter 350d and is fluidly connected to the fourth manifold valve 322d. A fourth pressure sensor 324d is used to monitor the fluid pressure in the rear axle lift hydraulic line 354b. Each rear lifter 350c, 350d is axially extendable, such that an increase in fluid pressure inside the rear lifters 350c, 350d causes them to push the rear coil springs 352c, 352d away from the third and fourth rebound chambers 328c, 328d of the rear shock absorbers 302c, 302d, thereby lifting (i.e. raising) the rear / tail of the vehicle, increasing ride height. To activate the rear axle lift assembly 356, when the bidirectional pump 310 is running in the first direction, the controller opens the fourth manifold valve 322d. At this time, the bidirectional pump 310 draws hydraulic fluid from the reservoir hydraulic line 318 and discharges the hydraulic fluid into the pump hydraulic line 308, thereby generating positive pressure in the pump hydraulic line 308, increasing the fluid pressure in the rear axle lift hydraulic line 354b, and thus increasing the pressure in the rear lifters 350c and 350d. Once the desired lift position is reached, the controller closes the fourth manifold valve 322d. Therefore, the rear axle lift assembly 356 can be connected to the front axle lift assembly 348 (also mentioned above). Figure 2 (As described) Used in combination to provide better ground clearance when driving off-road, or to provide better ground clearance for low-speed vehicles when crossing speed bumps. To deactivate the rear axle lift assembly 356, when the bidirectional pump 310 is running in the second direction, the controller opens the fourth manifold valve 322d. At this time, the bidirectional pump 310 draws hydraulic fluid from the pump hydraulic line 308 and discharges the hydraulic fluid into the reservoir hydraulic line 318, thereby creating a negative pressure in the pump hydraulic line 308. This negative pressure reduces the hydraulic fluid pressure in the rear axle lift hydraulic line 354b, causing the rear of the vehicle to descend to the unlifted position.

[0049] Reference Figure 4 This shows another suspension system 400, which is related to... Figure 1The suspension system 100 shown has many of the same components. The following paragraphs will describe... Figure 4 New and / or different Figure 1 The structure and function of the components shown and described are presented here, rather than repeating the descriptions above. It should be understood that... Figure 1 The reference numerals in the figures are a series of "100" designations (e.g., 100, 102, 104, etc.), while Figure 4 Zhongyu Figure 1 The suspension system 100 shown has the same basic reference numerals for the same or similar components, except for series designations listed as "400" (e.g., 400, 402, 404, etc.). Therefore, the above description of component 100 also applies to components 100. Figure 4 Component 400, and so on.

[0050] Figure 4 The suspension system 400 also includes a left front shock absorber 402a, a right front shock absorber 402b, a left rear shock absorber 402c, and a right rear shock absorber 402d. The suspension system 400 also includes a manifold assembly 404, which is fluidly connected to the pump assembly 406 via a pump hydraulic line 408. Figure 1 Similarly, pump assembly 406 includes a bidirectional pump 410, a hydraulic reservoir 412 (e.g., a tank), and a bypass hydraulic line 414, which can be opened or closed via a pressure relief valve 416.

[0051] The manifold assembly 404 is fluidly connected to the front and rear shock absorbers 402a, 402b, 402c, and 402d via four hydraulic circuits 420a, 420b, 420c, and 420d (i.e., the first hydraulic circuit 420a, the second hydraulic circuit 420b, the third hydraulic circuit 420c, and the fourth hydraulic circuit 420d). The manifold assembly 404 includes four manifold valves 422a, 422b, 422c, and 422d (i.e., the first manifold valve 422a, the second manifold valve 422b, the third manifold valve 422c, and the fourth manifold valve 422d), which are connected in parallel to the pump hydraulic line 408. The manifold assembly 404 also includes a first manifold buffer valve 460a, a second manifold buffer valve 460b, and six manifold conduits 462a, 462b, 462c, 462d, 462e, and 462f (i.e., first manifold conduit 462a, second manifold conduit 462b, third manifold conduit 462c, fourth manifold conduit 462d, fifth manifold conduit 462e, and sixth manifold conduit 462f). The first manifold conduit 462a is fluidly connected to the first manifold valve 422a and the first manifold buffer valve 460a, while the second manifold conduit 462b is fluidly connected to the second manifold valve 422b and the second manifold buffer valve 460b. The third manifold conduit 462c is fluidly connected to the third manifold valve 422c, and the fourth manifold conduit 462d is fluidly connected to the fourth manifold valve 422d. The fifth manifold conduit 462e is fluidly connected to the first manifold buffer valve 460a, and the sixth manifold conduit 462f is fluidly connected to the second manifold buffer valve 460b. The following will combine... Figure 5 Further structural and operational details of the manifold assembly 404 are described; however, from Figure 4 As can be seen, the fluid pressure in the four hydraulic circuits 420a, 420b, 420c, and 420d is used to dynamically adjust the vehicle's roll and pitch stiffness, and can be used to enhance or completely replace mechanical stabilizer bars / anti-roll bars (such mechanical systems require relatively straight, unobstructed channels between each front shock absorber 402a, 402b and each rear shock absorber 402c, 402d). Therefore, the suspension system 400 disclosed herein has a packaging advantage because the shock absorbers 402a, 402b, 402c, and 402d only need to be hydraulically connected to the manifold assembly 404.

[0052] The first hydraulic circuit 420a includes a first cross hydraulic line 464a that extends and is fluidly connected between and to the compression chamber port 430b of the left front shock absorber 402a (leading to the first compression chamber 426a) and the rebound chamber port 430a of the right rear shock absorber 402d (leading to the fourth rebound chamber 428d). The first hydraulic circuit 420a also includes a first manifold hydraulic line 438a that extends and is fluidly connected between and to the first cross hydraulic line 464a and the first manifold conduit 462a. The second hydraulic circuit 420b includes a second cross hydraulic line 464b that extends and is fluidly connected between and to the compression chamber port 430b of the right front shock absorber 402b (leading to the second compression chamber 426b) and the rebound chamber port 430a of the left rear shock absorber 402c (leading to the third rebound chamber 428c). The second hydraulic circuit 420b also includes a second manifold hydraulic line 438b that extends and is fluidly connected between and to the second cross hydraulic line 464b and the second manifold conduit 462b. The third hydraulic circuit 420c includes a third cross hydraulic line 464c that extends and is fluidly connected between and to the rebound chamber port 430a of the left front shock absorber 402a (leading to the first rebound chamber 428a) and the compression chamber port 430b of the right rear shock absorber 402d (leading to the fourth compression chamber 426d). The third hydraulic circuit 420c also includes a third manifold hydraulic line 438c that extends and is fluidly connected between and to the third cross hydraulic line 464c and the sixth manifold conduit 462f. The fourth hydraulic circuit 420d includes a fourth cross hydraulic line 464d that extends and is fluidly connected between the rebound chamber port 430a of the right front shock absorber 402b (leading to the second rebound chamber 428b) and the compression chamber port 430b of the left rear shock absorber 402c (leading to the third compression chamber 426c). The fourth hydraulic circuit 420d also includes a fourth manifold hydraulic line 438d that extends and is fluidly connected between the fourth cross hydraulic line 464d and the fifth manifold conduit 462e. It should be understood that the term "crossing" used in the first, second, third, and fourth cross hydraulic lines 464a, 464b, 464c, and 464d only refers to the fact that the first, second, third, and fourth cross hydraulic lines 464a, 464b, 464c, and 464d run between shock absorbers 402a, 402b, 402c, and 402d at opposite corners of the vehicle (e.g., front left to rear right, front right to rear left). The first, second, third, and fourth cross hydraulic lines 464a, 464b, 464c, and 464d do not necessarily have to be linear or arranged in any particular direction, as long as they ultimately connect to shock absorbers 402a, 402b, 402c, and 402d located at opposite corners of the vehicle.

[0053] The suspension system 400 also includes four bridge-type hydraulic lines 440a, 440b, 440c, and 440d, which fluidly connect the first and third hydraulic circuits 420a and 420c, as well as the second and fourth hydraulic circuits 420b and 420d. The four bridge-type hydraulic lines 440a, 440b, 440c, and 440d include: a left front axle hydraulic line 440a, which extends and is fluidly connected between and to the first cross hydraulic line 464a and the third cross hydraulic line 464c; a right front axle hydraulic line 440b, which extends and is fluidly connected between and to the second cross hydraulic line 464b and the fourth cross hydraulic line 464d; a left rear axle hydraulic line 440c, which extends and is fluidly connected between and to the second cross hydraulic line 464b and the fourth cross hydraulic line 464d; and a right rear axle hydraulic line 440d, which extends and is fluidly connected between and to the first cross hydraulic line 464a and the third cross hydraulic line 464c.

[0054] The left front axle hydraulic line 440a is connected to the first cross hydraulic line 464a between the compression chamber port 430b of the left front shock absorber 402a and the first manifold hydraulic line 438a, and is also connected to the third cross hydraulic line 464c between the rebound chamber port 430a of the left front shock absorber 402a and the third manifold hydraulic line 438c. The right front axle hydraulic line 440b is connected to the second cross hydraulic line 464b between the compression chamber port 430b of the right front shock absorber 402b and the second manifold hydraulic line 438b, and is also connected to the fourth cross hydraulic line 464d between the rebound chamber port 430a of the right front shock absorber 402b and the fourth manifold hydraulic line 438d. The left rear axle hydraulic line 440c connects to the second cross hydraulic line 464b between the rebound chamber port 430a of the left rear shock absorber 402c and the second manifold hydraulic line 438b, and connects to the fourth cross hydraulic line 464d between the compression chamber port 430b of the left rear shock absorber 402c and the fourth manifold hydraulic line 438d. The right rear axle hydraulic line 440d connects to the first cross hydraulic line 464a between the rebound chamber port 430a of the right rear shock absorber 402d and the first manifold hydraulic line 438a, and connects to the third cross hydraulic line 464c between the compression chamber port 430b of the right rear shock absorber 402d and the third manifold hydraulic line 438c. In the illustrated example, all hydraulic lines are made of flexible tubing (such as hydraulic hoses), but other conduit structures and / or fluid channels may also be used.

[0055] The left front accumulator 442a is fluidly connected to the first cross hydraulic line 464a at a location between the compression chamber port 430b of the left front shock absorber 402a and the left front axle hydraulic line 440a. The right front accumulator 442b is fluidly connected to the second cross hydraulic line 464b at a location between the compression chamber port 430b of the right front shock absorber 402b and the right front axle hydraulic line 440b. The left rear accumulator 442c is fluidly connected to the fourth cross hydraulic line 464d at a location between the compression chamber port 430b of the left rear shock absorber 402c and the left rear axle hydraulic line 420c. The right rear accumulator 442d is fluidly connected to the third cross hydraulic line 464c at a location between the compression chamber port 430b of the right rear shock absorber 402d and the right rear axle hydraulic line 440d. Each accumulator 442a, 442b, 442c, 442d has a variable fluid volume, which increases and decreases depending on the fluid pressure in the first and second longitudinal hydraulic lines 432a, 432b. It should be understood that the accumulators 442a, 442b, 442c, 442d can employ a variety of different structures. For example, but not limited to, the accumulators 442a, 442b, 442c, 442d can have an energy storage chamber and a pressurized gas chamber separated by a floating piston or a flexible diaphragm.

[0056] The suspension system 400 also includes four electromechanical damper valves 444a, 444b, 444c, and 444d, which are directly connected (i.e., in series) to each axle hydraulic line 440a, 440b, 440c, and 440d, respectively. The left front damper valve 444a is located in the left front axle hydraulic line 440a. The right front damper valve 444b is located in the right front axle hydraulic line 440b. The left rear damper valve 444c is located in the left rear axle hydraulic line 440c. The right rear damper valve 444d is located in the right rear axle hydraulic line 440d. In the illustrated example, the four damper valves 444a, 444b, 444c, and 444d, and the two manifold damper valves 460a and 460b, are semi-active electromechanical valves composed of a passive spring disc element and a solenoid valve. Buffer valves 444a, 444b, 444c, 444d and two manifold buffer valves 460a, 460b are electronically connected to a controller, which is configured to supply current to the solenoid valves of buffer valves 444a, 444b, 444c, 444d and the two manifold buffer valves 460a, 460b to selectively and individually open and close buffer valves 444a, 444b, 444c, 444d and the two manifold buffer valves 460a, 460b.

[0057] When manifold valves 422a, 422b, 422c, and 422d are closed, hydraulic circuits 420a, 420b, 420c, and 420d operate together or individually as a closed-loop system, depending on the open or closed states of buffer valves 444a, 444b, 444c, and 444d and manifold valves 460a and 460b. When manifold valves 422a, 422b, 422c, and 422d are open, the bidirectional pump 110 can add or remove fluid from one or more hydraulic circuits 420a, 420b, 420c, and 420d. The suspension system 400 illustrated controls three main types of suspension motion—passively (i.e., as a closed-loop system) or actively (i.e., as an open-loop system)—by changing or adjusting the vehicle's roll and / or pitch stiffness: tilting to one side or the other during cornering (i.e., roll), pitching forward during braking (i.e., brakedive), and pitching backward during acceleration (i.e., rear-end drop). How the suspension system 400 responds to each of these situations will be described below.

[0058] When the vehicle turns right, the momentum of the sprung weight tends to cause the vehicle to lean to the left on the outside of the curve, thus compressing the left front shock absorber 402a and the left rear shock absorber 402c. At this time, fluid flows out from the first compression chamber 426a of the left front shock absorber 402a and the third compression chamber 426c of the left rear shock absorber 402c, entering the first and fourth intersecting hydraulic lines 464a and 464d. As the weight shifts to the left side of the vehicle, the right front shock absorber 402b and the right rear shock absorber 402d begin to extend, causing fluid to flow out from the second rebound chamber 428b of the right front shock absorber 402b and the fourth rebound chamber 428d of the right rear shock absorber 402d, entering the first and fourth intersecting hydraulic lines 464a and 464d. When the buffer valves 444a, 444b, 444c, and 444d are closed, fluid flows out from the first compression chamber 426a of the left front shock absorber 402a, the third compression chamber 426c of the left rear shock absorber 402c, the second rebound chamber 428b of the right front shock absorber 402b, and the fourth rebound chamber 428d of the right rear shock absorber 402d, and enters the first and fourth cross hydraulic lines 464a, 464d, and 464d, increasing the pressure in the left front and left rear accumulators 442a and 442c, thereby providing passive roll resistance. Since the first compression chamber 426a of the left front shock absorber 402a and the third compression chamber 426c of the left rear shock absorber 402c are fluidly connected to the first and fourth hydraulic circuits 420a and 420d, it becomes increasingly difficult to compress the left front shock absorber 402a and the left rear shock absorber 402c. Simultaneously, fluid flows out from the right front and right rear accumulators 442b and 442d, into the first rebound chamber 428a of the left front shock absorber 402a, into the third rebound chamber 428c of the left rear shock absorber 402c, into the second compression chamber 426b of the right front shock absorber 402b, and into the fourth compression chamber 426d of the right rear shock absorber 402d. The pressure difference generated between the shock absorbers 402a, 402b, 402c, and 402d produces a damping force to counteract or resist the vehicle's roll moment. When the bidirectional pump 410 operates in the first direction, the roll resistance can be increased by opening the first manifold valve 422a and the first manifold buffer valve 460a. At this time, the bidirectional pump 410 draws hydraulic fluid from the reservoir hydraulic line 418 and discharges the hydraulic fluid into the pump hydraulic line 408, thereby generating positive pressure in the pump hydraulic line 408 and increasing the fluid pressure in the first and fourth hydraulic circuits 420a and 420d.

[0059] When the vehicle makes a left turn, the situation reverses. The momentum of the vehicle's sprung weight causes the vehicle to lean to the right on the outside of the turn, compressing the right front shock absorber 402b and the right rear shock absorber 402d. When this occurs, fluid flows out from the second compression chamber 426b of the right front shock absorber 402b and the fourth compression chamber 426d of the right rear shock absorber 402d, entering the second and third cross hydraulic lines 464b and 464c. As the weight shifts to the right side of the vehicle, the left front shock absorber 402a and the left rear shock absorber 402c begin to extend, causing fluid to flow out from the first rebound chamber 428a of the left front shock absorber 402a and the third rebound chamber 428c of the left rear shock absorber 402c, entering the second and third cross hydraulic lines 464b and 464c. When the buffer valves 444a, 444b, 444c, and 444d are closed, fluid flows out from the second compression chamber 426b of the right front shock absorber 402b, the fourth compression chamber 426d of the right rear shock absorber 402d, the first rebound chamber 428a of the left front shock absorber 402a, and the third rebound chamber 428c of the left rear shock absorber 402c, and enters the second and third cross hydraulic lines 464b and 464c, increasing the pressure in the right front and right rear accumulators 142b and 142d, thereby providing passive roll resistance. Since the second compression chamber 426b of the right front shock absorber 402b and the fourth compression chamber 426d of the right rear shock absorber 402d are in fluid communication with the second and third hydraulic circuits 420b and 420c, it becomes increasingly difficult to compress the right front shock absorber 402b and the right rear shock absorber 402d. Simultaneously, fluid flows out from the left front and left rear accumulators 442a and 442c, into the second rebound chamber 428b of the right front shock absorber 402b, into the fourth rebound chamber 428d of the right rear shock absorber 402d, into the first compression chamber 426a of the left front shock absorber 402a, and into the third compression chamber 426c of the left rear shock absorber 402c. The pressure difference generated between the shock absorbers 402a, 402b, 402c, and 402d produces a damping force, which counteracts or resists the vehicle's roll moment. When the bidirectional pump 410 is running in the first direction, additional tilting resistance can be increased by opening the second manifold valve 422b and the second manifold buffer valve 460b. At this time, the bidirectional pump 410 draws hydraulic fluid from the reservoir hydraulic line 418 and discharges the hydraulic fluid into the pump hydraulic line 408, thereby generating positive pressure in the pump hydraulic line 408 and increasing the fluid pressure in the second and third hydraulic circuits 420b and 420c.

[0060] During braking, the momentum of the vehicle's sprung weight tends to cause the vehicle to lean or dive forward, thus compressing the left front shock absorber 402a and the right front shock absorber 402b. At this time, fluid flows out from the first compression chamber 426a of the left front shock absorber 402a into the first cross hydraulic line 464a, and out from the second compression chamber 426b of the right front shock absorber 402b into the second cross hydraulic line 464b. Due to the weight transfer to the front of the vehicle, the left rear shock absorber 402c and the right rear shock absorber 402d begin to extend, causing fluid to flow out from the third rebound chamber 428c of the left rear shock absorber 402c into the second cross hydraulic line 464b, and out from the fourth rebound chamber 428d of the right rear shock absorber 402d into the first cross hydraulic line 464a. With the left front, right front, left rear, and right rear buffer valves 444a, 444b, 444c, 444d and the first and second manifold buffer valves 460a, 460b all closed, fluid flowing from the third rebound chamber 428c of the left rear shock absorber 402c and the fourth rebound chamber 428d of the right rear shock absorber 402d enters the first and second cross hydraulic lines 464a, 464b, increasing the pressure in the left front and right front accumulators 442a, 442b, thereby providing passive pitch drag. In this situation, since the first compression chamber 426a of the left front shock absorber 402a and the second compression chamber 426b of the right front shock absorber 402b are in fluid communication with the first and second hydraulic circuits 420a, 420b, the left front shock absorber 402a and the right front shock absorber 402b become increasingly difficult to compress.

[0061] During acceleration, the momentum of the vehicle's sprung weight tends to cause the vehicle to lean or squat rearward (i.e., at the rear), thus compressing the left rear shock absorber 402c and the right rear shock absorber 402d. When this occurs, fluid flows out of the third compression chamber 426c of the left rear shock absorber 402c and into the fourth cross hydraulic line 464d, and out of the fourth compression chamber 426d of the right rear shock absorber 402d and into the third cross hydraulic line 464c. As the weight shifts to the rear of the vehicle, the left front shock absorber 402a and the right front shock absorber 402b begin to extend, causing fluid to flow out of the first rebound chamber 428a of the left front shock absorber 402a and into the third cross hydraulic line 464c, and out of the second rebound chamber 428b of the right front shock absorber 402b and into the fourth cross hydraulic line 464d. With the left front, right front, left rear, and right rear buffer valves 444a, 444b, 444c, 444d and the first and second manifold buffer valves 460a, 460b all closed, fluid flowing from the first rebound chamber 428a of the left front shock absorber 402a and the second rebound chamber 428b of the right front shock absorber 402b enters the third and fourth cross hydraulic lines 464c, 464d, increasing the pressure in the left and right rear accumulators 442c, 442d, thereby providing passive pitch resistance. In this case, since the third compression chamber 426c of the left rear shock absorber 402c and the fourth compression chamber 426d of the right rear shock absorber 402d are in fluid communication with the third and fourth hydraulic circuits 420c, 420d, a passive pitch resistance is provided, making it increasingly difficult to compress the left rear shock absorber 402c and the right rear shock absorber 402d.

[0062] When active or passive roll and / or pitch stiffness is not required, four damping valves 444a, 444b, 444c, 444d and two manifold damping valves 460a, 460b can be opened to improve ride comfort of the suspension system 400 and reduce or eliminate unwanted suspension movement caused by hydraulic coupling between one shock absorber and another in the system (e.g., compression of one shock absorber causes movement and / or damping change in the other). For example, when the left front damping valve 444a is open and the left front shock absorber 402a experiences a compression stroke upon impact with the front wheels, fluid can flow from the first compression chamber 426a of the left front shock absorber 402a into the first cross hydraulic line 464a, through the left front axle hydraulic line 440a and the left front damping valve 444a into the third cross hydraulic line 464c, and into the first rebound 428a of the left front shock absorber 402a. Therefore, fluid can flow from the first compression chamber 426a to the first rebound chamber 428a of the left front shock absorber 402a, with the only restriction coming from the damping valves in the rebound chamber port and compression chamber ports 430a, 430b of the left front shock absorber 402a. Thus, when all the damping valves 444a, 444b, 444c, 444d and the manifold damping valves 460a, 460b are open, the shock absorbers 402a, 402b, 402c, 402d can be effectively decoupled from each other to improve ride comfort. It should also be understood that, in order to restore the suspension system 400 to this "comfort mode", manifold valves 422a, 422b, 422c, 422d and / or manifold buffer valves 460a, 460b can be opened when the bidirectional pump 410 is running in the second direction. At this time, the bidirectional pump 410 draws hydraulic fluid from the pump hydraulic line 408 and discharges the hydraulic fluid into the reservoir hydraulic line 418, thereby generating negative pressure in the pump hydraulic line 408 and reducing the fluid pressure in the suspension system 400 hydraulic circuits 420a, 420b, 420c, 420d.

[0063] Figure 5The manifold assembly 404 of the suspension system 400 is described in more detail. The manifold assembly 404 includes first and second piston bores 466a and 466b, which slidably accommodate first and second floating pistons 468a and 468b, respectively. Each floating piston 468a and 468b includes a piston rod 458 and first and second piston heads 470a and 470b, which are fixedly connected to opposite ends of the piston rod 458. A chamber divider 472 is fixedly mounted at the midpoint of each of the first and second piston bores 466a and 466b. Each chamber divider 472 includes a through-hole that slidably accommodates the piston rod 458. Therefore, the first piston bore 466a is divided by the first floating piston 468a into a first piston chamber 474a, a second piston chamber 474b, a third piston chamber 474c, and a fourth piston chamber 474d. The first piston chamber 474a is in fluid communication with the first manifold conduit 462a. The second piston chamber 474b is disposed between the first piston head 470a of the first floating piston 468a and the chamber divider 472 in the first piston orifice 466a. The third piston chamber is disposed between the second piston head 470b of the first floating piston 468a and the chamber divider 472 in the first piston orifice 466a. The fourth piston chamber 474d is in fluid communication with the fifth manifold conduit 462e. Similarly, the second piston orifice 466b is divided by the second floating piston 468b into the fifth piston chamber 474e, the sixth piston chamber 474f, the seventh piston chamber 474g, and the eighth piston chamber 474h. The fifth piston chamber 474e is in fluid communication with the second manifold conduit 462b; the sixth piston chamber 474f is disposed between the chamber divider 472 in the first piston head 470a and the second piston hole 466b of the second floating piston 468b; the seventh piston chamber 474g is disposed between the chamber divider 472 in the second piston head 470b and the second piston hole 466b of the second floating piston 468b; and the eighth piston chamber 474h is in fluid communication with the sixth manifold conduit 462f. The second, third, sixth, and seventh piston chambers 474b can be selected. 、 474c 、 Biasing components (e.g., springs) (not shown) are placed in 474f and 474g to naturally bias the first and second floating pistons 468a and 468b to the center position of the second and third piston chambers 474b and 474c and the sixth and seventh piston chambers 474f and 474g with equal volumes.

[0064] The first manifold conduit 462a is fluidly connected to the first manifold hydraulic line 438a, the second manifold conduit 462b is fluidly connected to the second manifold hydraulic line 438b, the fifth manifold conduit 462e is fluidly connected to the fourth manifold hydraulic line 438d, and the sixth manifold conduit 462f is fluidly connected to the third manifold hydraulic line 438c. The third manifold conduit 462c is fluidly connected to the second and sixth piston chambers 474b and 474f, while the fourth manifold conduit 462d is fluidly connected to the third and seventh piston chambers 474c and 474g. Therefore, when the bidirectional pump 410 is running in the first direction, by closing the first manifold buffer valve 460a and opening the fourth manifold valve 422d, the fluid pressure in the fourth piston chamber 474d and the fifth manifold conduit 462e can be increased independently of the first manifold conduit 462a. This will increase the pressure in the third piston chamber 474c and cause the first floating piston 468a to move towards the first manifold conduit 462a. Figure 5 The second piston moves to the right, thereby reducing the volume of the fourth piston chamber 474d and increasing the pressure in the fourth piston chamber 474d. Similarly, when the bidirectional pump 410 is running in the first direction, by closing the second manifold buffer valve 460b and opening the fourth manifold valve 422d, the fluid pressure in the eighth piston chamber 474h can be increased independently of the second manifold conduit 462b, thereby increasing the fluid pressure in the sixth manifold conduit 462f. This will increase the pressure in the seventh piston chamber 474g and cause the second floating piston 468b to move towards the right. Figure 5 The piston moves to the right, thereby reducing the volume of the eighth piston chamber 474h and increasing the pressure in the eighth piston chamber 474h.

[0065] When the bidirectional pump 410 operates in the first direction, while the first manifold buffer valve 460a is closed and the third manifold valve 422c is open, the fluid pressure in the first piston chamber 474a and the first manifold conduit 462a can be increased by actuating the first floating piston 468a without opening the first manifold valve 422a. This increases the pressure in the second piston chamber 474b and causes the first floating piston 468a to move towards the first piston chamber 474b. Figure 5 The leftward movement of the piston reduces the volume of the first piston chamber 474a and increases the pressure within it. Similarly, when the bidirectional pump 410 operates in the first direction, with the second manifold buffer valve 460b closed and the third manifold valve 422c open, the actuation of the second floating piston 468b can increase the fluid pressure in the fifth piston chamber 474e and the second manifold conduit 462b without opening the second manifold valve 422b. This increases the pressure in the sixth piston chamber 474f and pushes the second floating piston 468b towards the left. Figure 5 The leftward movement of the piston reduces the volume of the fifth piston chamber 474e and increases the pressure in the fifth piston chamber 474e.

[0066] The manifold assembly 404 may further include a first manifold accumulator 476a, which maintains fluid communication with a third manifold conduit 462c between the third manifold valve 422c and the second and sixth piston chambers 474b, 474f; and a second manifold accumulator 476b, which maintains fluid communication with a fourth manifold conduit 462d between the third and seventh piston chambers 474c, 474g. The first and second manifold accumulators 476a and 476b may employ a variety of different configurations. For example, but not limited to, the first and second manifold accumulators 476a and 476b may have an accumulator chamber and a pressurized gas chamber separated by a floating piston or a flexible diaphragm. During braking, fluid flow in the four hydraulic circuits creates a pressure difference between the first and second manifold accumulators 476a and 476b, resulting in increased pressure in the left and right front accumulators 442a and 442b, and providing pitch stiffness to resist the compression of the front shock absorbers 402a and 402b and the rebound / extension of the rear shock absorbers 402c and 402d. During acceleration, fluid flow in the four hydraulic circuits creates the opposite pressure difference between the first and second manifold accumulators 476a and 476b, resulting in increased pressure in the left and right rear accumulators 442c and 442d, and providing pitch stiffness to resist the rebound / extension of the front shock absorbers 402a and 402b and the compression of the rear shock absorbers 402c and 402d. When the bidirectional pump 410 is running in the first direction, opening the third and fourth manifold valves 422c and 422d increases pitch resistance before a braking or acceleration event occurs. The bidirectional pump 410 draws hydraulic fluid from the reservoir hydraulic line 418 and discharges it into the pump hydraulic line 408, thereby generating positive pressure in the pump hydraulic line 408 and increasing the fluid pressure in the first and second manifold accumulators 476a and 476b. Similarly, prior to a braking or acceleration event, the pitch stiffness of the system can be reduced by operating the bidirectional pump 410 in the second direction while simultaneously opening the third and fourth manifold valves 422c and 422d.

[0067] The manifold assembly 404 may also include six pressure sensors 424a, 424b, 424c, 424d, 424e, and 424f: a first pressure sensor 424a for monitoring fluid pressure in a first manifold conduit 462a, a second pressure sensor 424b for monitoring fluid pressure in a second manifold conduit 462b, a third pressure sensor 424c for monitoring fluid pressure in a third manifold conduit 462c, a fourth pressure sensor 424d for monitoring fluid pressure in a fourth manifold conduit 462d, a fifth pressure sensor 424e for monitoring fluid pressure in a fifth manifold conduit 462e, and a sixth pressure sensor 424f for monitoring fluid pressure in a sixth manifold conduit 462f. Although Figure 5Although not displayed, pressure sensors 424a, 424b, 424c, 424d, 424e, and 424f are all electrically connected to the controller.

[0068] Figure 6 Another suspension system 600 is shown, which is related to Figure 4 and Figure 5 The suspension system 400 shown has many of the same components, but Figure 6 Different pumps 610 and manifold assemblies 604 are used. The following paragraphs will describe... Figure 6 New and / or different Figure 4 and Figure 5 The structure and function of the components shown and described are presented, rather than repeating the descriptions above. It should be understood that... Figure 4 and Figure 5 The reference numerals in the figures are "400" series (e.g., 400, 402, 404, etc.), while Figure 6 and Figure 4 and Figure 5 The suspension system 400 shown has the same basic reference numerals for the same or similar components, except for a series of designations listed as "600" (e.g., 600, 602, 604, etc.). Therefore, the above description of component 400 also applies to components 400. Figure 6 Component 600, and so on.

[0069] Figure 6The pump assembly 606 shown includes a one-way pump 610, whose inlet port is fluidly connected to a hydraulic reservoir 612 via a reservoir hydraulic line 618, and whose outlet port is fluidly connected to a pump hydraulic line 608. During operation, the one-way pump 610 draws in hydraulic fluid from the reservoir hydraulic line 618 through its inlet port and discharges hydraulic fluid into the pump hydraulic line 608 through its outlet port. Therefore, the one-way pump 610 generates positive pressure in the pump hydraulic line 608, which the manifold assembly 604 can utilize to increase the fluid pressure in the suspension system 600. A one-way valve 678 is located in the pump hydraulic line 608 to prevent backflow when the one-way pump 610 is closed. The pump assembly 606 also includes a return hydraulic line 680 extending from the pump hydraulic line 108 to the hydraulic reservoir 612. The first pump valve 682a and the return hydraulic line 680 are arranged in a straight line. Pump assembly 606 also includes a pump bridge hydraulic line 683, which includes a second pump valve 682b mounted in a straight line with the pump bridge hydraulic line 683. The pump bridge hydraulic line 683 connects to the pump hydraulic line 608 at a position between the one-way pump 610 and the one-way valve 678, and connects to the return hydraulic line 68 at a position between the first pump valve 682a and the hydraulic reservoir 612. With this arrangement, the fluid pressure in the pump hydraulic line 608 can be increased by turning on the pump 610 and closing the second pump valve 682b, and the fluid pressure in the pump hydraulic line 608 can be decreased by turning off the pump 610 and opening the first pump valve 682a.

[0070] exist Figure 6 In the example shown, only three manifold valves 622a, 622b, and 622c (i.e., the first manifold valve 622a, the second manifold valve 622b, and the third manifold valve 622c) are connected in parallel with the pump hydraulic line 608. The fourth manifold valve 622d is located between the first and second piston holes 666a and 666b, with one side in fluid communication with the third manifold conduit 662c and the other side in fluid communication with the fourth manifold conduit 662d. Therefore, in order to increase the fluid pressure in the fifth and / or sixth manifold conduits 662e and 662f independently of the first and second manifold conduits 662a and 662b, the third and fourth manifold valves 622c and 622d must be opened and the first and second manifold buffer valves 660a and 660b closed while the pump 610 is running, to increase the fluid pressure in the third and seventh piston chambers 674c and 674g, thereby pushing the first and second floating pistons 668a and 668b towards... Figure 6 The piston moves to the right, reducing the volume of the fourth and eighth piston chambers 674d and 674h, and increasing the pressure in the fourth and eighth piston chambers 674d and 674h.

[0071] Figure 7 Another suspension system 700 is shown, which is related to Figure 4 and Figure 5 The suspension system 400 shown has many of the same components, but... Figure 7 Different manifold components 704 were used. The following paragraphs will describe... Figure 7 New and / or different Figure 4 and Figure 5 The structure and function of the components shown and described are presented, rather than repeating the description above. It should be understood that... Figure 4 and Figure 5 The reference numerals in the figures are "400" series (e.g., 400, 402, 404, etc.), while Figure 7 Zhongyu Figure 4 and Figure 5 The suspension system 400 shown has the same basic reference numerals for the same or similar components, except for series designations listed as "700" (e.g., 700, 702, 704, etc.). Therefore, the above description of component 400 also applies to components 400. Figure 7 Component 700, and so on.

[0072] Figure 7 The manifold assembly 704 shown has a similar design to Figure 4 and Figure 5 The manifold assembly 404 shown has the same components and hydraulic arrangement, but... Figure 7 In the manifold assembly 704, the components are positioned differently so that the manifold assembly 704 can be encapsulated in the front of the vehicle between the front shock absorbers 702a and 702b. Figure 7 The manifold assembly 704 shown includes a left front subassembly 784a and a right front subassembly 784b. The right front subassembly 784b includes a first piston port 766a, a first floating piston 768a, a first manifold valve 722a, a third manifold valve 722c, a first manifold conduit 762a, and a fifth manifold conduit 762e. The left front subassembly 784a includes a second piston port 466b, a second floating piston 768b, a second manifold valve 722b, a fourth manifold valve 722d, a second manifold conduit 762b, and a sixth manifold conduit 762f. A pump hydraulic line 708 extends between the left and right front subassemblies 784a and 784b, and connects separately to the manifold valves 722a, 722b, 722c, and 722d on both sides. The third and fourth manifold conduits 762c and 762d extend laterally between the left anterior and right anterior subassemblies 784a and 784b, respectively, connecting the second and sixth piston chambers 774b and 774f, and the third and seventh piston chambers 774c and 774g. It should be understood that... Figure 7 The order and arrangement of piston chambers 774e, 774f, 774g, and 774h in the second piston bore 766b shown are similar to... Figure 4 and Figure 5 The opposite is shown. In other words, according to Figure 7The arrangement shown has the first piston chamber 774a (in fluid communication with the first manifold conduit 762a) facing the fifth piston chamber 774e (in fluid communication with the second manifold conduit 762b). In other words, in Figure 7 In the middle, the fifth piston chamber 774e (fluid communication with the second manifold 762b) is located to the right of the eighth piston chamber 774h (fluid communication with the sixth manifold 762f), while... Figure 4 and Figure 5 In this configuration, the fifth piston chamber 474e (fluidly connected to the second manifold conduit 462b) is located to the left of the eighth piston chamber 474h (fluidly connected to the sixth manifold conduit 462f). This reverse arrangement of piston chambers 774e, 774f, 774g, and 774h in the second piston bore 766b simplifies and shortens the required lengths of the manifold hydraulic lines 738a, 738b, 738c, and 738d, which is therefore highly advantageous.

[0073] Reference Figure 8 The example vehicle 822 shown is equipped with the suspension system 800 disclosed herein. Figure 8 Vehicle 822 is shown as an automobile; however, it should be understood that the suspension system 800 described herein is not limited to automobiles and can be used for other types of vehicles. In the example shown, vehicle 822 has four wheels 824. Similarly, the suspension system 800 of vehicle 822 includes multiple shock absorbers 802a-802d, one for each wheel 824, including a left front shock absorber 802a, a right front shock absorber 802b, a left rear shock absorber 802c, and a right rear shock absorber 802d. The suspension system 800 of vehicle 822 also includes multiple damping valves 844a-844d, one for each wheel 824. The multiple shock absorbers 802a-802d and the multiple damping valves 844a-844d are hydraulically connected to a manifold assembly 804 via multiple hydraulic circuits 420a-420d. Figure 4 Instead Figure 8 These hydraulic circuits are shown. This is because... Figure 8 The lines in the diagram represent electrical connections (such as wires), which is consistent with... Figure 1-7 The lines in the diagram differ, with the latter indicating a hydraulic connection (such as hydraulic lines and conduits). However, it should be understood that the electronic / electrical connections described herein are not necessarily limited to wired connections, as wireless connections between various components can also be used. It should also be understood that... Figure 4-7 Any of the hydraulic arrangements shown can be used with Figure 8 The electrical layout shown is used in combination.

[0074] Manifold assembly 804 is hydraulically connected to pump assembly 806 and includes a first manifold buffer valve 460a (e.g., Figure 4 and Figure 5(as shown) and the second manifold buffer valve 460b (as shown) Figure 4 and Figure 5 As shown), the first manifold damper valve 460a is configured to open and close to control fluid flow between the left front shock absorber 802a and the left rear shock absorber 802c, and the second manifold damper valve 460b is configured to open and close to control fluid flow between the right front shock absorber 802b and the right rear shock absorber 802d. More specifically, refer to... Figure 4 The plurality of hydraulic circuits 420a-420d include: a first hydraulic circuit 420a extending and fluidly connected between a first compression chamber 426a of the left front shock absorber 802a and a fourth rebound chamber 428d of the right rear shock absorber 802d; a second hydraulic circuit 420b extending and fluidly connected between a second compression chamber 426b of the right front shock absorber 402b and a third rebound chamber 428c of the left rear shock absorber 402c; a third hydraulic circuit 420c extending and fluidly connected between a first rebound chamber 428a of the left front shock absorber 402a and a fourth compression chamber 426d of the right rear shock absorber 402d; and a fourth hydraulic circuit 420d extending and fluidly connected between a second rebound chamber 428b of the right front shock absorber 402b and a third compression chamber 426c of the left rear shock absorber 402c. The first manifold buffer valve 460a is an electromechanical valve configured to open and close a first fluid flow path (formed by first and fifth manifold conduits 462a and 462e) through manifold assembly 804, which extends between and is in fluid communication with the first and fourth hydraulic circuits 420a and 420d (via first and fourth manifold hydraulic lines 438a and 438d). Similarly, the second manifold buffer valve 460b is an electromechanical valve configured to open and close a second fluid flow path (formed by second and sixth manifold conduits 462b and 462f) through manifold assembly 804, which extends between and is in fluid communication with the second and third hydraulic circuits 420b and 420c (via second and third manifold hydraulic lines 438b and 438c).

[0075] The suspension system 800 includes one or more onboard sensors configured to generate real-time vehicle data. For example, the onboard sensors of the suspension system 800 may include one or more unsprung mass accelerometers 832 and / or suspension displacement sensors (not shown) disposed on each wheel 824 of the vehicle 822, as well as one or more forward-looking road scanning sensors 834. The suspension system 800 also includes a suspension control unit (SCU) 830, an inertial measurement unit (IMU) 836, a powertrain control module (PCM) 838, and a cloud connection 840 or other form of wireless communication interface. The suspension control unit (SCU) 830 includes one or more processors or controllers and a memory configured to execute computer programs to control the suspension system by implementing the control methods described below, the memory being programmed to have the aforementioned computer programs and control methods.

[0076] The unsprung mass acceleration sensor 832 and / or suspension displacement sensor may be mounted on the wheel steering knuckle, axle, control arm, control arm, shock absorber, or other components that support and move the wheel 824 up and down as it travels on irregular surfaces such as bumps and potholes. Alternatively, the unsprung mass acceleration sensor 832 and / or suspension displacement sensor may be mounted on the wheel 824 itself. The unsprung mass acceleration sensor 832 and / or suspension displacement sensor communicate electronically with the suspension control unit (SCU) 830 and are configured to provide the SCU 830 with unsprung mass acceleration data and / or suspension displacement (i.e., wheel stroke) data.

[0077] While a variety of different sensor types and combinations can be used, in the illustrated example, the forward-looking road scan sensor 834 is mounted near the bumper of vehicle 822. The forward-looking road scan sensor 834 communicates electronically with the suspension control unit (SCU) 830 and is configured to provide the SCU with sensor data about approaching road irregularities. As an example and not a limitation, the forward-looking road scan sensor 834 could be a lidar, radar, an optical sensor similar to a camera, or an acoustic sensor similar to an ultrasonic sensor.

[0078] The suspension system 800 also includes a Global Positioning System (GPS) module 835, an Inertial Measurement Unit (IMU) 836, and a Powertrain Control Module (PCM) 838, which are installed in the vehicle 822 and can be shared with other systems in the vehicle 822, such as one or more Advanced Driver Assistance Systems (ADAS) 850. The GPS module 835 communicates electronically with the Suspension Control Unit (SCU) 830 and is programmed to retrieve the vehicle's position. The IMU 836 communicates electronically with the SCU 830 and is configured to provide sprung mass acceleration data to the SCU 830. Therefore, the IMU 836 may include one or more accelerometers mounted on the vehicle body for measuring the linear and / or longitudinal acceleration of the sprung mass of the vehicle 822, and one or more gyroscopes or magnetometers for providing tilt (i.e., pitch) measurements and heading references. The powertrain control module (PCM) 838 communicates electronically with the vehicle speed sensor (VSS) and the suspension control unit (SCU) 830, and is configured to provide vehicle speed data to the suspension control unit (SCU) 830. While other types of sensors can be used, the vehicle speed sensor (VSS) can be a wheel speed sensor, etc. Alternatively, the suspension control unit (SCU) 830 can receive vehicle speed data directly from the vehicle speed sensor (VSS) or the global positioning system (GPS) module 835.

[0079] The cloud connection 840 communicates electronically with the suspension control unit (SCU) 830 and the cloud-based network 846. The cloud connection 840 may be provided in the form of a transceiver configured to communicate, for example, with one or more cellular networks, WiFi networks, and / or communication satellites. The cloud connection 840 enables the suspension control unit (SCU) 830 to wirelessly communicate with the cloud-based network 846, in which information and data related to road surface, vehicle operating parameters, and suspension settings can be stored and subsequently retrieved. For example, the cloud connection 840 in the illustrated example is configured to provide road classification data stored in the cloud-based network 846 to the suspension control unit (SCU) 830 based on vehicle location data provided by the vehicle's Global Positioning System (GPS) module 835.

[0080] For example, road classification data can be based on a classification index that categorizes roads (i.e., roads or road segments) according to surface roughness. For instance, ISO 8608 and ISO 13473 provide industry standards for surface roughness classification. Road classification data can also be provided as a map layer or overlay for navigation maps used by a Global Positioning System (GPS) module 835. Since many vehicles can connect to a cloud-based network 846, road classification data can be at least partially based on information or data transmitted to the cloud-based network 846 by other vehicles after passing through and / or encountering specific road segments or road events.

[0081] The suspension control unit (SCU) 830 communicates electronically with the first and second manifold damper valves 460a and 460b of the manifold assembly 804, the pump assembly 806, other damper valves 844a-844d, and the advanced driver assistance system (ADAS) 850. The memory of the suspension control unit (SCU) 830 is programmed with a pitch stiffness control mechanism configured to open and close the first and second manifold damper valves 460a and 460b on demand to activate and deactivate passive pitch stiffness within the suspension system 800. The following details that the memory of the suspension control unit 830 is also programmed to: determine whether the vehicle 822 is traveling on a classified road based on the vehicle location retrieved by the global positioning system (GPS) module 835; if the vehicle 822 is traveling on a classified road, retrieve the road roughness classification from the cloud connection 840; determine whether the road surface roughness classification exceeds the acceptable roughness range stored in the memory of the suspension control unit (SCU) 830; and if the road surface roughness classification exceeds the acceptable roughness range, open the first and second manifold buffer valves 460a and 460b to disable the passive pitch stiffness of the suspension system 800 for a specific time interval (t).

[0082] As described below, the memory of the suspension control unit (SCU) 830 is also programmed to: monitor real-time vehicle data generated by onboard sensors 832, 834; determine, based on the real-time vehicle data, whether discontinuous road events are approaching; and, if the suspension control unit (SCU) 830 determines, based on the real-time vehicle data, to open the first and second manifold buffer valves 460a, 460b to disable the passive pitch stiffness of the suspension system 800 for a specific time interval (t). The suspension control unit (SCU) 830 is also programmed to store discontinuous road events experienced by the vehicle 822 and the vehicle's relevant position in the memory as saved road events. In this way, the suspension control unit (SCU) 830 can learn about these events by experiencing them in a first instance, and then predict discontinuous road events when the vehicle 822 approaches the same position later. As mentioned above, the suspension control unit (SCU) 830 can also use cloud connectivity 840 to upload the saved road events to a cloud-based network 846 so that other vehicles connected to the cloud-based network 846 can benefit. As will be explained in more detail below, the suspension control unit (SCU) 830 is programmed to determine whether a discontinuous road event is approaching based on a combination of the vehicle position and stored road events in the memory of the suspension control unit (SCU) 830, and if the suspension control unit determines that a discontinuous road event is approaching based on the vehicle position and stored road events, it opens the first and second manifold buffer valves 460a, 460b to disable the passive pitch stiffness of the suspension system 800 for a specific time interval (t).

[0083] The Advanced Driver Assistance System (ADAS) 850 is programmed to electronically transmit the active intervention status of the driver assistance system to the Suspension Control Unit (SCU) 830. The memory of the Suspension Control Unit (SCU) 830 is further programmed to determine whether it is safe / unsafe to keep the first and second manifold buffer valves 460a, 460b open when the active intervention status of the driver assistance system indicates that the ADAS 850 is currently performing a corrective operation to control the vehicle 822. As an example, but not limited to, the ADAS 850 may include a stability control system, an anti-lock braking system, a rollover prevention system, a lane departure prevention system, and / or a collision avoidance system.

[0084] Figure 9A method for controlling the aforementioned suspension system 800 is illustrated. The method includes: step 900, which includes activating a pitch stiffness control mechanism stored in a memory 844 of a suspension control unit (SCU) 830, such that the SCU 830 can close first and / or second manifold buffer valves 460a, 460b as needed to increase the pitch stiffness of the suspension system 800. As part of the pitch stiffness control mechanism, the SCU 830 generates and sends control signals to the first and second manifold buffer valves 460a, 460b to open and close the first and second manifold buffer valves 460a, 460b as needed, thereby activating and deactivating passive pitch stiffness within the suspension system. In step 902, the method attempts to retrieve the vehicle's location from a Global Positioning System (GPS) module 835 installed in the vehicle 822. If the vehicle's location can be retrieved, the SCU 830 executes step 904, which includes determining whether the vehicle 822 is traveling on a classified road. In step 906, the method includes establishing a cloud connection 840 between the suspension control unit (SCU) 830 and a cloud-based network 846, the cloud-based network 846 providing road classification data to the suspension control unit (SCU) 830 so that the suspension control unit (SCU) 830 can determine whether the road being traveled by the vehicle 822 was classified in step 904. Therefore, step 904, which determines whether the road is classified, is based on the vehicle location retrieved from the Global Positioning System (GPS) module 835 and the road classification data retrieved from the cloud connection 840. If the vehicle 822 is traveling on a classified road, the method proceeds to step 908, which involves retrieving road surface roughness classification from the cloud-based network 846.

[0085] If the road surface being traveled by vehicle 822 is classified, suspension control unit (SCU) 830 will execute step 910, which includes determining whether the road surface roughness classification exceeds the acceptable roughness range of suspension system 800. As mentioned above, the road surface roughness classification can be represented by a numerical index or scale based on road surface roughness, and the acceptable roughness range can be stored in the memory 844 of suspension control unit (SCU) 830. The acceptable roughness range can be a numerical range preset according to the design standards of vehicle 822 and predetermined ride comfort targets, or it can be dynamically adjusted or calculated by suspension control unit (SCU) 830 based on real-time vehicle data.

[0086] If the road surface roughness classification of the road on which vehicle 822 is traveling, retrieved from the cloud-based network 846, is not within an acceptable roughness range, the suspension control unit (SCU) 830 will proceed to step 918, which will be described below. If the vehicle location cannot be retrieved from the Global Positioning System (GPS) module 835, if the road segment on which vehicle 822 is traveling is unclassified, or if the road surface roughness classification is within an acceptable roughness range, then the suspension control unit (SCU) 830 will proceed to step 912, which involves determining whether a discontinuous road event is approaching. Such discontinuous road events are localized irregularities on the road surface that can significantly impact the suspension system 800 and thus affect driving comfort; examples include potholes and speed bumps. In step 914, the suspension control unit (SCU) 830 receives and monitors real-time vehicle data from onboard sensors 832, 834 and uses this data in step 912 to determine whether a discontinuous road event is approaching. For example, the suspension control unit (SCU) 830 can receive and monitor sensor data related to approaching road irregularities from the forward-looking road scanning sensor 834 mounted on the vehicle 822, sprung mass acceleration data from the inertial measurement unit (IMU) 836, unsprung mass acceleration data from the unsprung mass acceleration sensor 832, and / or suspension displacement data from the suspension displacement sensor. In step 912, the suspension control unit (SCU) 830 determines whether a road event is approaching in two ways. One way the suspension control unit (SCU) 830 determines whether a road event is approaching is based on monitoring real-time vehicle data from the onboard sensors 832, 834. If the real-time vehicle data signal or records discontinuous road events (i.e., bumps or potholes), the suspension control unit (SCU) 830 will determine that a road event is imminent and can store the discontinuous road event and the vehicle's relevant position as a saved road event in the memory of the suspension control unit (SCU) 830. The saved road events can also be uploaded to the cloud network 846 via cloud connection 840 for use by other vehicles. In step 916, the suspension control unit (SCU) 830 retrieves any potentially approaching saved road events from its own memory, the mapping layer in the vehicle navigation system, or the cloud-based network 846. Therefore, another way for the suspension control unit (SCU) 830 to determine whether a road event is approaching in step 912 is to compare the vehicle's position with the relevant location of the saved road event retrieved from the SCU's memory, the mapping layer in the vehicle navigation system, or the cloud-based network 846.

[0087] If the suspension control unit (SCU) 830 determines that no road event is about to occur, the suspension control unit (SCU) 830 repeats the above method by returning to step 902, which attempts to retrieve a new vehicle position. However, when the suspension control unit (SCU) 830 determines that a road event is about to occur, the suspension control unit (SCU) 830 proceeds to step 918, which will be described below.

[0088] Advanced Driver Assistance System (ADAS) 850 is configured to intervene in the control of vehicle 822 by initiating corrective actions when activated. For example, ADAS 850 may override or activate throttle, braking, and / or steering inputs as part of the corrective action. If the Suspension Control Unit (SCU) 830 determines in step 910 that the road surface roughness classification is outside the acceptable roughness range, or determines in step 912 that discontinuous road events are approaching, then the SCU 830 executes step 918 to determine whether it is safe / unsafe to keep the first and second manifold buffer valves 460a, 460b open. If the SCU 830 determines that it is safe to open both the first and second manifold buffer valves 460a, 460b, then the SCU 830 executes step 920 to open the first and second manifold buffer valves 460a, 460b to disable the passive pitch stiffness of the suspension system 800 for a specific time interval (t), illustrated in step 922. However, if the suspension control unit (SCU) 830 determines that simultaneously opening the first and second manifold buffer valves 460a and 460b is unsafe, then the suspension control unit (SCU) 830 overrides step 920 to maintain the passive pitch stiffness of the suspension system 800, thereby ensuring that the corrective actions being taken by the advanced driver assistance system (ADAS) 850 are not interrupted, altered, or otherwise affected by the opening of the first and second manifold buffer valves 460a and 460b. If the suspension control unit (SCU) 830 overrides step 920, then the suspension control unit (SCU) 830 reiterates the above method by returning to step 902 to attempt to retrieve a new vehicle position.

[0089] As part of step 920, the suspension control unit (SCU) 830 determines whether the first and second manifold buffer valves 460a and 460b are in the closed or open position, and generates one or more control signals. If the first and second manifold buffer valves 460a and 460b are in the closed position, the control signals are sent to the first and second manifold buffer valves 460a and 460b. In other words, the control signals generated by the suspension control unit (SCU) 830 can be used to actuate the first and second manifold buffer valves 460a and 460b, placing them in the open position. This disables the passive pitch stiffness of the suspension system 800 for a specific time interval (t), which can be a setpoint calculated by the suspension control unit (SCU) 830 based on real-time vehicle data or vehicle speed, or a setpoint selected from a lookup table according to step 922. After step 922, the suspension control unit (SCU) 830 reiterates the above method by returning to step 902 to attempt to retrieve a new vehicle position.

[0090] Based on the above teachings, many other modifications and variations of this disclosure are possible and can be implemented in ways other than those described in the appended claims.

[0091] The foregoing description is illustrative only and is not intended to limit this disclosure, its application, or its use. The broad teachings of this disclosure can be implemented in many forms. Therefore, while this disclosure includes specific examples, its true scope should not be so limited, as other modifications will become apparent upon review of the accompanying drawings, specification, and the following claims. It should be understood that one or more steps in the method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, although each embodiment described above has certain features, any one or more features described with respect to any embodiment of this disclosure can be implemented in any other embodiment and / or combined with features of any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations and combinations between one or more embodiments remain within the scope of this disclosure.

[0092] Spatial and functional relationships between components (e.g., modules, circuit elements, semiconductor layers, etc.) can be described using various terms, including “connection,” “joint,” “coupled,” “adjacent,” “next to,” “above,” “below,” and “arrangement.” Unless explicitly described as “direct,” the relationship between the first and second components described in the foregoing disclosure can be a direct relationship, meaning there are no other intermediate components between the first and second components, or an indirect relationship, meaning there are one or more intermediate components (spatially or functionally) between the first and second components. As used herein, the phrase “at least one of A, B, and C” should be understood as using a non-exclusive OR logic (A or B or C) and should not be understood as “at least one of A, at least one of B, and at least one of C.”

[0093] In a diagram, the direction of an arrow (as indicated by the arrow) typically represents the flow of information (such as data or instructions) related to the illustration. For example, when components A and B exchange various types of information, but the information sent from component A to component B is related to the illustration, the arrow may point from component A to component B.

[0094] In this disclosure, including in the definitions below, the term "module" or "controller" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include: application-specific integrated circuits (ASICs); digital, analog, or mixed analog / digital discrete circuits; digital, analog, or mixed analog / digital integrated circuits; combinational logic circuits; field-programmable gate arrays (FPGAs); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores the code executed by the processor circuitry; other suitable hardware components that provide the functions described; or combinations of some or all of the foregoing, such as in a system-on-a-chip.

[0095] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces that connect to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module disclosed herein may be distributed among multiple modules connected via the interface circuits. For example, multiple modules may be used to achieve load balancing. In another example, a server (also known as a remote or cloud) module may perform certain functions on behalf of a client module.

[0096] The term "code" can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuitry" includes a single processor circuitry that executes some or all of the code from multiple modules. The term "group processor circuitry" includes processor circuitry that, in combination with other processor circuitry, can execute some or all of the code from one or more modules. The term "multiprocessor circuitry" includes multiple processor circuitry on a discrete die, multiple processor circuitry on a single die, multiple cores of a single processor circuitry, multiple threads of a single processor circuitry, or a combination thereof. The term "shared memory circuitry" includes a single memory circuitry that stores some or all of the code from multiple modules. The term "group memory circuitry" includes memory circuitry used in conjunction with additional memory to store some or all of the code from one or more modules.

[0097] The term "storage circuit" is a subset of the term "computer-readable medium." As used herein, the term "computer-readable medium" does not include transient electrical or electromagnetic signals propagated through a medium (such as a carrier wave); therefore, the term "computer-readable medium" can be considered tangible and non-transient. Non-limiting examples of non-transient, tangible computer-readable media include non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only memory circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0098] The apparatus and methods described in this application can be implemented, in part or in whole, by a special-purpose computer, which is created by configuring a general-purpose computer to execute one or more specific functions embodied in a computer program. The aforementioned functional modules, flowchart components, and other elements can be used as software specifications, which can be translated into computer programs through the routine work of skilled technicians or programmers.

[0099] A computer program includes processor-executable instructions that are stored on at least one non-transitory, tangible, computer-readable medium. A computer program may also include or depend on stored data. A computer program may include a basic input / output system (BIOS) for interacting with dedicated computer hardware, device drivers for interacting with dedicated computer-specific devices, one or more operating systems, user applications, background services, background applications, etc.

[0100] Computer programs may include (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code executed by an interpreter; and (v) source code compiled and executed by a just-in-time (JIT) compiler, etc. As an example only, source code can be written using syntax from a variety of languages ​​including: C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, etc. Fortran, Perl, Pascal, Curl, OCaml, HTML5 (Hypertext Markup Language 5th Edition), Ada, ASP (Dynamic Server-Side Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Lua, MATLAB, SIMULINK and

Claims

1. A method for controlling a vehicle's suspension system, comprising: The manifold assembly is connected to multiple shock absorbers via multiple hydraulic circuits, the multiple shock absorbers including at least one front shock absorber and at least one rear shock absorber, and the manifold assembly includes at least one manifold buffer valve configured to control fluid flow between the front shock absorber and the rear shock absorber. A pitch stiffness control mechanism is enabled, wherein at least one manifold buffer valve is opened and closed as needed to activate and deactivate passive pitch stiffness within the suspension system; Retrieve the vehicle's location and determine whether the vehicle is traveling on a classified road based on the vehicle's location; If the vehicle is traveling on a classified road, then the road classification information is retrieved, which includes road surface roughness classification. Determine whether the road surface roughness classification exceeds the acceptable roughness range; as well as If the road surface roughness classification exceeds the acceptable roughness range, the at least one manifold buffer valve is opened to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

2. The method of claim 1, further comprising the following step: If the road surface roughness classification exceeds the acceptable roughness range, it is determined, based on real-time vehicle data provided by the driver assistance system, whether it is unsafe to keep at least one manifold buffer valve open. as well as If it is determined that opening the at least one manifold buffer valve within the specified time interval is unsafe, then the step of opening the at least one manifold buffer valve is overridden to maintain the passive pitch stiffness of the suspension system enabled.

3. The method of claim 2, wherein the driver assistance system includes at least one of a stability control system, an anti-lock braking system, a rollover prevention system, a lane departure prevention system, and a collision avoidance system, the driver assistance system being configured to intervene in the control of the vehicle by initiating corrective measures when activated, and if the driver assistance system has initiated corrective measures, determining that it is unsafe to keep the at least one manifold buffer valve open for the specified time interval.

4. The method of claim 1, further comprising the following step: Monitor real-time vehicle data from at least one on-board sensor, the at least one on-board sensor including at least one of an unsprung mass acceleration sensor, a suspension displacement sensor, and a forward-looking road scan sensor; Based on the real-time vehicle data, determine whether discontinuous road events are about to occur; as well as If the discontinuous road event is about to occur, open the at least one manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

5. The method of claim 4, further comprising the following step: The discontinuous road events and the relevant vehicle locations are stored in the memory as saved road events.

6. The method of claim 1, further comprising the following step: Based on the combination of vehicle location and saved road events stored in memory, it is determined whether discontinuous road events are approaching; as well as If the discontinuous road event is about to occur, open the at least one manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

7. The method of claim 1, further comprising the following step: Determine whether the at least one manifold buffer valve is in the closed or open position. The step of opening the at least one manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval includes generating at least one control signal and sending the at least one control signal to the at least one manifold buffer valve when the at least one manifold buffer valve is in the closed position. The at least one control signal actuates the at least one manifold buffer valve to place the at least one manifold buffer valve in the open position.

8. A method for controlling a vehicle's suspension system, comprising: The manifold assembly is connected to multiple shock absorbers via multiple hydraulic circuits, the multiple shock absorbers including at least one front shock absorber and at least one rear shock absorber, the manifold assembly including at least one manifold buffer valve configured to control fluid flow between the front shock absorber and the rear shock absorber; A pitch stiffness control mechanism is enabled, wherein at least one manifold buffer valve is opened and closed as needed to activate and deactivate passive pitch stiffness within the suspension system; Monitor real-time vehicle data from at least one of the following sensors: on-board acceleration sensor, suspension displacement sensor, and road scan sensor; Based on the combination of the real-time vehicle data or vehicle location data and the saved road events stored in the memory, it is determined whether discontinuous road events are approaching. as well as If the aforementioned discontinuous road event is about to occur, open at least one manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval. The method further includes the following steps: Determine the road surface roughness classification; as well as If the road surface roughness classification exceeds the acceptable roughness range, the at least one manifold buffer valve is opened to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

9. The method of claim 8, further comprising the following step: If a discontinuous road event is about to occur, determine whether it is unsafe to keep at least one manifold buffer valve open based on data provided by the driver assistance system; as well as If it is determined that opening the at least one manifold buffer valve within a specific time interval is unsafe, then the step of opening the at least one manifold buffer valve is overridden to maintain the activation of the passive pitch stiffness of the suspension system.

10. The method of claim 9, wherein the driver assistance system includes at least one of a stability control system, an anti-lock braking system, a rollover prevention system, a lane departure prevention system, and a collision avoidance system, the driver assistance system being configured to intervene in the control of the vehicle by initiating corrective measures when activated, and if the driver assistance system has initiated corrective measures, determining that it is unsafe to keep the at least one manifold buffer valve open for a specific time interval.

11. The method of claim 8, further comprising the step of: The discontinuous road events and the relevant vehicle locations are stored in the memory as saved road events.

12. The method of claim 11, wherein the step of determining whether discontinuous road events are approaching is based on a combination of vehicle location data and saved road events stored in memory.

13. The method of claim 8, wherein, The steps for determining road surface roughness classification include: Determine whether a vehicle is traveling on a classified road based on vehicle location data; If a vehicle is traveling on a classified road, road classification information, including road surface roughness classification, is retrieved from the cloud connection.

14. The method of claim 8, further comprising the step of: Determine whether the at least one manifold buffer valve is in the closed or open position. The step of opening the at least one manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval includes generating at least one control signal and sending the at least one control signal to the at least one manifold buffer valve when the at least one manifold buffer valve is in the closed position. The at least one control signal actuates the at least one manifold buffer valve, causing the at least one manifold buffer valve to be in the open position.

15. A vehicle suspension system, comprising: Multiple shock absorbers, which are connected to the manifold assembly via multiple hydraulic circuits; The plurality of shock absorbers include a left front shock absorber, a right front shock absorber, a left rear shock absorber, and a right rear shock absorber; The manifold assembly includes a first manifold buffer valve and a second manifold buffer valve, the first manifold buffer valve being configured to open and close to control fluid flow between the left front shock absorber and the left rear shock absorber, and the second manifold buffer valve being configured to open and close to control fluid flow between the right front shock absorber and the right rear shock absorber. A GPS module, which is programmed to retrieve the vehicle's location; The suspension control unit communicates electronically with the first manifold buffer valve and the second manifold buffer valve, and is programmed to have a pitch stiffness control mechanism that can open and close the first manifold buffer valve and the second manifold buffer valve as needed to activate and deactivate the passive pitch stiffness in the suspension system. as well as The suspension control unit is programmed to: determine whether the vehicle is traveling on a classified road based on the vehicle's location; if the vehicle is traveling on a classified road, retrieve the road surface roughness classification; determine whether the road surface roughness classification is outside the acceptable roughness range of the suspension system; if the road surface roughness classification is outside the acceptable roughness range, open the first manifold buffer valve and the second manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

16. The suspension system of claim 15, further comprising: At least one onboard sensor is configured to generate real-time vehicle data and communicate electronically with the suspension control unit. The at least one vehicle-mounted sensor is at least one of an unsprung mass acceleration sensor, a suspension displacement sensor, and a forward-looking road scanning sensor. The suspension control unit is programmed to: monitor the real-time vehicle data generated by the at least one on-board sensor, determine whether a discontinuous road event is approaching based on the real-time vehicle data, and if the suspension control unit determines that a discontinuous road event is approaching based on the real-time vehicle data, open the first manifold buffer valve and the second manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

17. The suspension system of claim 16, wherein the suspension control unit includes a memory, the suspension control unit being programmed to store discontinuous road events and the relevant position of the vehicle as stored road events in the memory.

18. The suspension system of claim 17, wherein the suspension control unit is programmed to: determine whether a discontinuous road event is approaching based on a combination of the vehicle position and saved road events stored in the memory, and if the suspension control unit determines that a discontinuous road event is approaching based on the vehicle position and the saved road events, open the first manifold buffer valve and the second manifold buffer valve to deactivate the passive pitch stiffness of the suspension system for a specific time interval.

19. The suspension system of claim 15, further comprising: A driver assistance system that communicates electronically with the suspension control unit and is programmed to electronically transmit the active intervention status of the driver assistance system to the suspension control unit. Specifically, when the driver assistance system's active intervention state indicates that the driver assistance system is currently performing a corrective action to control the vehicle, the suspension control unit is programmed to determine whether it is unsafe to keep the first manifold buffer valve and the second manifold buffer valve open.

20. The suspension system of claim 15, further comprising: A first hydraulic circuit extends and is fluidly connected between and to the first compression chamber of the left front shock absorber and the fourth rebound chamber of the right rear shock absorber. A second hydraulic circuit extends and is fluidly connected between and to the second compression chamber of the right front shock absorber and the third rebound chamber of the left rear shock absorber. A third hydraulic circuit extends and is fluidly connected between the first rebound chamber of the left front shock absorber and the fourth compression chamber of the right rear shock absorber; A fourth hydraulic circuit extends between and is fluidly connected to the second rebound chamber of the right front shock absorber and the third compression chamber of the left rear shock absorber. The first manifold buffer valve is an electromechanical valve configured to open and close a first fluid path through the manifold assembly, the first fluid path extending between and in fluid communication with the first and fourth hydraulic circuits; the second manifold buffer valve is an electromechanical valve configured to open and close a second fluid path through the manifold assembly, the second fluid path extending between and in fluid communication with the second and third hydraulic circuits.

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