Patent Application
20210088100
Embodiments of the present technology generally relate to a damper assembly for a vehicle.
Vehicle suspension systems typically include a spring component or components and a damping component or components. Typically, mechanical springs, like helical springs are used with some type of viscous fluid-based dampening mechanism and the two are mounted functionally in parallel. In some instances, features of the damper or spring are user-adjustable.
So that the manner in which the above recited features can be understood in detail, a more particular description may be had by reference to embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore into to be considered limiting of its scope, for the invention may admit to other equally effective embodiments.
The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted.
The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention may be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure.
In one embodiment, a damper having an active base valve and an active main piston valve is disclosed. In one embodiment, the damper is modular such that it can use preexisting components of a similar sized damper. In one embodiment, the only modification to the damper would be the addition of the active base valve, the active main piston and a new shaft to work with the active main piston. The rest of the shock body remains modular.
In one embodiment, the active main valve and base valve damper is used in a modal situation (e.g., a straight current sent to valves), or in a semi-active situation, e.g., various sensor input that is provided to the ECU which uses the evaluation of the input to provide adjustments to the active valves. The active valve could be solenoid controlled such as an on/off solenoid. In one embodiment, the active valve is solenoid controlled with an infinitely adjustable range.
In general, the active main valve and base valve damper can be used for example, in whoops, where both the active valves would be opened to soften the suspension. In one embodiment, independent control for a number of shocks would be important for example in a turn where the outboard shocks would be stiffened for compression while the inboard shocks would be stiffened for rebound.
In one embodiment, the active main valve and base valve damper could be used on a vehicle such that in a turn, some dampers would be softened while others were stiffened to reduce body roll. For example, in a turn, the outboard shock would receive no current to the base valve (maintaining compression stiffness) and full current to the rebound portion of the main piston valve. This would keep the outboard shock stiff in compression while also softening the rebound.
In contrast, the inboard shock would receive no current to the rebound portion of the main valve and full current to the base valve (reducing compression stiffness). This would keep the inboard shock stiff in rebound while also softening the compression.
In one embodiment, the full current is 0.88 amps which opens the active valve to soften the damping. In a normally firm suspension setting, to make a valve soft (e.g., an open setting), full current would be applied.
In a washboard situation, the dampers could be stiffened or softened depending upon performance requirements, user preference, etc. In a Full extension scenario (e.g., jumping the vehicle) the dampers would harden the suspension for landing.
In one embodiment, the active main valve and base valve damper is shown in a monotube piggyback having a smaller form factor, however, the active main valve and base valve damper could also be applied in a twin tube, bypass configuration, bottom out cup configuration, etc.
In general, the active main valve and base valve damper can be used on an automobile, motorcycle, bicycle, electric bicycle, atv, snow machine, side by side, and the like. moreover, the active main valve and base valve damper could be used in conditions including, on-road, off-road, trail, and the like.
In one embodiment, the active main valve and base valve damper comes at a lower cost due to the removal of the twin tube design. In one embodiment, the active main valve and base valve damper disclosed herein also provides independent control of both compression and rebound damping.
In the following discussion, the term “active”, as used when referring to a valve or damping component, means adjustable, manipulatable, etc., during typical operation of the valve. For example, an active valve can have its operation changed to thereby alter a corresponding damping characteristic from a “soft” damping setting to a “firm” damping setting by, for example, adjusting a switch in a passenger compartment of a vehicle. Additionally, it will be understood that in some embodiments, an active valve may also be configured to automatically adjust its operation, and corresponding damping characteristics, based upon, for example, operational information pertaining to the vehicle and/or the suspension with which the valve is used. Similarly, it will be understood that in some embodiments, an active valve may be configured to automatically adjust its operation, and corresponding damping characteristics, to provide damping based upon received user input settings (e.g., a user-selected “comfort” setting, a user-selected “sport” setting, and the like). Additionally, in many instances, an “active” valve is adjusted or manipulated actively (e.g., using a powered solenoid, or the like) to alter the operation or characteristics of a valve and/or other component. As a result, in the field of suspension components and valves, the terms “active”, “active”, “actively controlled”, and the like, are often used interchangeably.
In the following discussion, the term “manual” as used when referring to a valve or damping component means manually adjustable, physically manipulatable, etc., without requiring disassembly of the valve, damping component, or suspension damper which includes the valve or damping component. In some instances, the manual adjustment or physical manipulation of the valve, damping component, or suspension damper, which includes the valve or damping component, occurs when the valve is in use. For example, a manual valve may be adjusted to change its operation to alter a corresponding damping characteristic from a “soft” damping setting to a “firm” damping setting by, for example, manually rotating a knob, pushing or pulling a lever, physically manipulating an air pressure control feature, manually operating a cable assembly, physically engaging a hydraulic unit, and the like. For purposes of the present discussion, such instances of manual adjustment/physical manipulation of the valve or component can occur before, during, and/or after “typical operation of the vehicle”.
It should further be understood that a vehicle suspension may also be referred to using one or more of the terms “passive”, “active”, “semi-active” or “adaptive”. As is typically used in the suspension art, the term “active suspension” refers to a vehicle suspension which controls the vertical movement of the wheels relative to vehicle. Moreover, “active suspensions” are conventionally defined as either a “pure active suspension” or a “semi-active suspension” (a “semi-active suspension” is also sometimes referred to as an “adaptive suspension”). In a conventional “pure active suspension”, a motive source such as, for example, an actuator, is used to move (e.g. raise or lower) a wheel with respect to the vehicle. In a “semi-active suspension”, no motive force/actuator is employed to adjust move (e.g. raise or lower) a wheel with respect to the vehicle. Rather, in a “semi-active suspension”, the characteristics of the suspension (e.g. the firmness of the suspension) are altered during typical use to accommodate conditions of the terrain and/or the vehicle. Additionally, the term “passive suspension”, refers to a vehicle suspension in which the characteristics of the suspension are not changeable during typical use, and no motive force/actuator is employed to adjust move (e.g. raise or lower) a wheel with respect to the vehicle. As such, it will be understood that an “active valve”, as defined above, is well suited for use in a “pure active suspension” or a “semi-active suspension”.
As used herein, the terms “down”, “up”, “down-ward”, “upward”, “lower”, “upper” and other direction references are relative and are used for reference only.
In one embodiment, as shown in further detail in
Although a monotube is shown in
Active main valve and base valve damper 100 of
The piston 130 is within the cylinder 120 and moves with the piston rod 142. Although a monotube type damper is shown in
The upper portion of the piston rod 142 is supplied with a bushing set 138 for connecting to a portion of a vehicle component such as a wheel suspension linkage. In one embodiment, active main valve and base valve damper 100 uses an eyelet 140 to be mounted on another portion of the vehicle, such as the frame. In one embodiment, a spring member is used to act between the same portions of the vehicle as the vehicle suspension damper. As the piston rod 142 and the piston 130 move into the cylinder 120 (during compression), the working fluid slows the movement of the two portions of the vehicle relative to each other due, at least in part, to the incompressible fluid moving through a flow paths in the piston (in one embodiment past shims 220) provided in the active main piston valve 30 and/or through a flow path 256, as will be described in
Referring still to
Referring now to
In one embodiment, the fluid meters from one side of piston 130 to the other side by passing through flow paths 126 formed in piston 130. In one embodiment, compression valving (e.g., shims 210) and rebound valving (e.g., shims 220) are used to partially obstruct the flow paths 126 in each direction. By selecting shims 210 and 220 having certain desired stiffness characteristics, the damping effects caused by piston 130 can be increased or decreased and damping rates can be different between the compression and rebound strokes of piston 130. For example, shims 210 are configured to meter compression flow. Similarly, shims 220 are configured to meter rebound flow. Note that piston apertures (not shown) may be included in planes other than those shown (e.g. other than apertures used by flow paths 126) and further that such apertures may, or may not, be subject to the shims 210 and 220 as shown (because for example, the shims 210 and 220 may be clover-shaped or have some other non-circular shape).
In one embodiment, active main valve 235 is used to drive the opening and closing of flow path 256. The active main valve 235 will move as shown by arrow 236. When active valve is closed, the rebound damping force is increased. In contrast, when active main valve 235 is opened, the rebound damping force is reduced.
Thus, active main valve 235 is used to open, close, or partially open/close fluid flow path 256 to modify the flowrate of the fluid between the rebound side 104 of the cylinder 120 and the compression side 134. In one embodiment, the active operation includes an active signal received by a receiver at active main valve 235 from a computing system. For example, to adjust the flowrate of the fluid between the rebound side 104 of the cylinder 120 and the compression side 134, the command would be provided from the computing system and received at active main valve 235 which would then automatically open, close or partially open fluid flow path 256.
It should be appreciated that in one embodiment, there could be an active main piston valve on a compression side, on a rebound side, or in one embodiment, one or more active main piston valves could be used for both compression and rebound control.
In one embodiment, active main valve 235 will be actuated manually or automatically. In one embodiment, the active operation includes an active signal received by active main valve 235 from a computing device. For example, the user would have an app on a smart phone (or other computing device) and would control the settings via the app, or active main valve 235 would receive input from the computing system such as shown in
In general, active main valve 235 is operated in a similar fashion to the active valve 450 the operation of which is shown in
Although two active valves are shown in
In one embodiment, the active main valve 235 is employed on the piston 130 directly. In one embodiment, the main piston valve uses an orifice. In one embodiment, instead of an orifice, the active main valve 235 uses other types of flow control such as pressure, hydraulic, or the like. In one embodiment, an orifice type of active valve obtains the bi-directional control by using a needle that is used to open, close, and partially open the orifice to fluid flow.
In one embodiment, such as a single direction control (e.g., unidirectional flow), one embodiment of the active main valve 235 uses a popit (spool, or the like) that acts like a blow-off type valve. For example, a popit with a string behind it can be actively controlled with a solenoid to adjust the opening pressure requirement.
In one embodiment, for the softest setting, the flow paths for the active main valve 235 would be opened. In contrast, the firmest damping setting would be made by closing the active main valve 235 flow paths. In one embodiment, the active main valve 235 is controlled by a power line that travels down a hollowed interior within the shaft of piston rod 142.
In one embodiment, the active valve(s) are solenoid operated, hydraulically operated, pneumatically operated, or operated by any other suitable motive mechanism. For purposes of clarity, the following active valve discussion will refer to the active valve 450. However, it should be appreciated that the active valve discussion can be applied to any active valves in the damping system (e.g., active main valve 235, active base valve 93, and the like).
In one embodiment, the active main valve and base valve damper 100 may be operated remotely by a switch or potentiometer located in the cockpit of a vehicle or attached to appropriate operational parts of a vehicle for timely activation (e.g. brake pedal) or may be operated in response to input from a microprocessor (e.g. calculating desired settings based on vehicle acceleration sensor data) or any suitable combination of activation means. In like manner, a controller for active main valve and base valve may be cockpit mounted and may be manually adjustable or microprocessor controlled or both or selectively either.
It may be desirable to increase the damping rate or effective stiffness of vehicle suspension damper when moving a vehicle from off-road to on highway use. Off-road use often requires a high degree of compliance to absorb dampers imparted by the widely varying terrain. On highway use, particularly with long wheel travel vehicles, often requires more rigid damper absorption to allow a user to maintain control of a vehicle at higher speeds. This may be especially true during cornering or braking.
One embodiment comprises a four-wheeled vehicle having at least one active main valve and base valve damper at each (of four) wheel.
For example, the opening size of the fluid flow path 256 is automatically adjusted by active valve 450 (including, for example, a remotely controllable active valve 450). In one embodiment, each front active main valve and base valve damper 100 may be electrically connected with a linear switch (such as that which operates an automotive brake light) that is activated in conjunction with the vehicle brake. When the brake is moved beyond a certain distance, corresponding usually to harder braking and hence potential for vehicle nosedive, the electric switch connects a power supply to a motive force generator that causes active main valve and base valve damper 100 to automatically close or partially the fluid paths.
In so doing, the stiffness of active main valve and base valve damper 100 will be increased. As such, the front active main valve and base valve damper 100 will become more rigid during hard braking. Other mechanisms may be used to trigger the active main valve and base valve damper 100 such as accelerometers (e.g. tri-axial) for sensing pitch and roll of the vehicle and activating, via a microprocessor, the appropriate input to cause active main valve and base valve damper 100 to close, open, partially close, or partially open for optimum vehicle damping control.
In one embodiment, a vehicle steering column includes right turn and left turn limit switches such that a hard turn in either direction activates the appropriate adjustment of active main valve and base valve damper 100 to cause active main valve and base valve damper 100 to close, open, partially close, or partially open opposite that direction (for example, a hard, right turn would cause more rigidity in an active main valve and base valve damper 100 on the vehicle's left side). Again, accelerometers in conjunction with a microprocessor and a switched power supply may perform the activation function by sensing the actual g-force associated with the turn (or braking; or acceleration for the rear damper activation) and triggering the appropriate amount of rotation of active valve 450 to cause active main valve and base valve damper 100 to close, open, partially close, or partially open one or more flow paths to a preset acceleration threshold value (e.g., a g-force).
As discussed, a remotely-operable active main valve and base valve damper 100 is particularly useful with an on-/off-road vehicle. These vehicles can have more than 20″ of damper absorber travel to permit them to negotiate rough, uneven terrain at speed with usable damper absorbing function. In off-road applications, compliant dampening is necessary as the vehicle relies on its long travel suspension when encountering often large off-road obstacles. Operating a vehicle with very compliant, long travel suspension on a smooth road at road speeds can be problematic due to the springiness/sponginess of the suspension and corresponding vehicle handling problems associated with that (e.g. turning roll, braking pitch). Such compliance can cause reduced handling characteristics and even loss of control. Such control issues can be pronounced when cornering at high speed as a compliant, long travel vehicle may tend to roll excessively. Similarly, such a vehicle may include excessive pitch and yaw during braking and/or acceleration. With the remotely-operated active main valve and base valve damper 100, the working size of one or more flow paths is automatically adjusted thereby modifying the communication of fluid between the rebound side 104 of the cylinder 120 and the compression side 134. Correspondingly, the dampening characteristics of active main valve and base valve damper 100 can be changed.
In addition to, or in lieu of, the simple, switch-operated remote arrangement of
In general, curve 320 illustrates the compression range when both the active main valve 235 and the active base valve 93 are open.
Curve 315 illustrates the compression range when the active base valve is open and curve 320 shows the compression curve when the active base valve 93 is closed (e.g., a harder compression setting).
Curve 305 illustrates the compression range when both the active base valve 93 and the active main valve 235 are closed.
In one embodiment, curves 325, 330, 335, and 340 show the change in force that is obtained in the rebound stroke.
In general, curve 325 illustrates the rebound range when both the active main valve 235 and the active base valve 93 are open.
Curve 330 illustrates the compression range when the active base valve 93 is open and curve 335 shows the compression curve when the active base valve 93 is closed.
Curve 340 illustrates the compression range when both the active base valve 93 and the active main valve 235 are closed.
When the shock is pressure balanced, the high pressure is maintained between the main piston and the base valve. This is possible when there is the base valve and the bi-directional main piston valve to allow the pressure balance to be maintained. In one embodiment, pressure is approximately 350 pounds when just a base valve is used, however, in one embodiment, the pressure changes to approximately 450-500 pounds when both the active base valve and the active main piston valve are used.
Referring now to
Although
Extending from a first end of the piston 405 is a shaft 410 having a cone shaped member 412 (other shapes such as spherical or flat, with corresponding seats, will also work suitably well) disposed on an end thereof. The cone shaped member 412 is telescopically mounted relative to, and movable on, the shaft 410 and is biased toward an extended position due to a spring 415 coaxially mounted on the shaft 410 between the cone shaped member 412 and the piston 405. Due to the spring biasing, the cone shaped member 412 normally seats itself against a valve seat 417 formed in an interior of the valve body 404.
As shown, the cone shaped member 412 is seated against valve seat 417 due to the force of the spring 415 and absent an opposite force from fluid entering the active valve 450 along orifice 402. As cone shaped member 412 telescopes out, a gap 420 is formed between the end of the shaft 410 and an interior of cone shaped member 412. A vent 421 is provided to relieve any pressure formed in the gap. With a fluid path through the active valve 450 (from 403 to 402) closed, fluid communication is substantially shut off from the rebound side of the cylinder into the valve body (and hence to the compression side) and its “dead-end” path is shown by arrow 419.
In one embodiment, there is a manual pre-load adjustment on the spring 415 permitting a user to hand-load or un-load the spring using a threaded member 408 that transmits motion of the piston 405 towards and away from the conical member, thereby changing the compression on the spring 415.
Also shown in
Because each cylinder has a specific volume of substantially incompressible fluid and because the volume of the sealed chamber 407 adjacent the annular piston surface 406 is known, the fluid contents of each cylinder can be used, individually, sequentially or simultaneously to move the piston a specific distance, thereby effecting the damping characteristics of the system in a relatively predetermined and precise way.
While the cylinders 451-453 can be operated in any fashion, in the embodiment shown each piston 465 and rod 466 is individually operated by a solenoid 475 and each solenoid, in turn, is operable from a remote location of the vehicle, like a cab of a motor vehicle or even the handlebar area of a motor or bicycle (not shown). Electrical power to the solenoids 475 is available from an existing power source of a vehicle or is supplied from its own source, such as on-board batteries. Because the cylinders may be operated by battery or other electric power or even manually (e.g. by syringe type plunger), there is no requirement that a so-equipped suspension rely on any pressurized vehicle hydraulic system (e.g. steering, brakes) for operation. Further, because of the fixed volume interaction with the bottom out valve there is no issue involved in stepping from hydraulic system pressure to desired suspension bottom out operating pressure.
In one embodiment, e.g., when active valve 450 is in the damping-open position, fluid flow through orifice 402 provides adequate force on the cone shaped member 412 to urge it backwards, at least partially loading the spring 415 and creating a fluid flow path from the orifice 402 into and through orifice 403.
The characteristics of the spring 415 are typically chosen to permit active valve 450 to open at a predetermined pressure, with a predetermined amount of control pressure applied to port 425. For a given spring 415, higher control pressure at port 425 will result in higher pressure required to open the active valve 450 and correspondingly higher damping resistance in orifice 402. In one embodiment, the control pressure at port 425 is raised high enough to effectively “lock” the active valve closed resulting in a substantially rigid compression damper (particularly true when a solid damping piston is also used).
In one embodiment, the valve is open in both directions when the cone shaped member 412 is “topped out” against valve body 404. In another embodiment however, when the piston 405 is abutted or “topped out” against valve body 404 the spring 415 and relative dimensions of the active valve 450 still allow for the cone shaped member 412 to engage the valve seat 417 thereby closing the valve. In such embodiment backflow from the rebound side to the compression side is always substantially closed and cracking pressure from flow along orifice 402 is determined by the pre-compression in the spring 415. In such embodiment, additional fluid pressure may be added to the inlet through port 425 to increase the cracking pressure for flow along orifice 402 and thereby increase compression damping. It is generally noteworthy that while the descriptions herein often relate to compression damping and rebound shut off, some or all of the channels (or channel) on a given suspension unit may be configured to allow rebound damping and shut off or impede compression damping.
While the examples illustrated relate to manual operation and automated operation based upon specific parameters, in various embodiments, active valve 450 can be remotely-operated and can be used in a variety of ways with many different driving and road variables and/or utilized at any point during use of a vehicle. In one example, active valve 450 is controlled based upon vehicle speed in conjunction with the angular location of the vehicle's steering wheel. In this manner, by sensing the steering wheel turn severity (angle of rotation and rotational velocity), additional damping (by adjusting the corresponding size of the opening of orifice 402 by causing cone shaped member 412 to open, close, or partially close orifice 402) can be applied to one shock absorber or one set of vehicle shock absorbers on one side of the vehicle (suitable for example to mitigate cornering roll) in the event of a sharp turn at a relatively high speed.
In another example, a transducer, such as an accelerometer, measures other aspects of the vehicle's suspension system, like axle force and/or moments applied to various parts of the vehicle, like steering tie rods, and directs change to position of active valve 450 (and corresponding change to the working size of the opening of orifice 402 by causing cone shaped member 412 to open, close, or partially close orifice 402) in response thereto. In another example, active valve 450 is controlled at least in part by a pressure transducer measuring pressure in a vehicle tire and adding damping characteristics to some or all of the wheels (by adjusting the working size of the opening of orifice 402 by causing cone shaped member 412 to open, close, or partially close orifice 402) in the event of, for example, an increased or decreased pressure reading.
In one embodiment, active valve 450 is controlled in response to vehicle changes in motion (e.g., acceleration, deceleration, etc.). In still another example, a parameter might include a gyroscopic mechanism that monitors vehicle trajectory and identifies a “spin-out” or other loss of control condition and adds and/or reduces damping to some or all of the vehicle's dampers (by adjusting the working size of the opening of orifice 402 by causing cone shaped member 412 to open, close, or partially close orifice 402 chambers) in the event of a loss of control to help the operator of the vehicle to regain control.
For example, active valve 450, when open, permits a first flow rate of the working fluid through orifice 402. In contrast, when active valve 450 is partially closed, a second flow rate of the working fluid though orifice 402 occurs. The second flow rate is less than the first flow rate but greater than no flow rate. When active valve 450 is completely closed, the flow rate of the working fluid though orifice 402 is statistically zero.
In one embodiment, instead of (or in addition to) restricting the flow through orifice 402, active valve 450 can vary a flow rate through an inlet or outlet passage within the active valve 450, itself. See, as an example, the active valve of FIGS. 2-4 of U.S. Pat. No. 9,353,818 which is incorporated by reference herein, in its entirety, as further example of different types of “active” or “active” valves). Thus, the active valve 450, can be used to meter the working fluid flow (e.g., control the rate of working fluid flow) with/or without adjusting the flow rate through orifice 402.
Due to the active valve 450 arrangement, a relatively small solenoid (using relatively low amounts of power) can generate relatively large damping forces. Furthermore, due to incompressible fluid inside the active valve damper 38, damping occurs as the distance between cone shaped member 412 and orifice 402 is reduced. The result is a controllable damping rate. Certain active valve features are described and shown in U.S. Pat. Nos. 9,120,362; 8,627,932; 8,857,580; 9,033,122; and 9,239,090 which are incorporated herein, in their entirety, by reference.
It should be appreciated that when the valve body 404 rotates in a reverse direction than that described above and herein, the cone shaped member 412 moves away from orifice 402 providing at least a partially opened fluid path.
As the valve body 404 rotates, cone shaped member 412 at an opposite end of the valve is advanced or withdrawn from an opening in orifice 402. For example, the valve body 404 is rotationally engaged with the cone shaped member 412. A male hex member extends from an end of the valve body 404 into a female hex profile bore formed in the cone shaped member 412. Such engagement transmits rotation from the valve body 404 to the cone shaped member 412 while allowing axial displacement of the cone shaped member 412 relative to the valve body 404. Therefore, while the body does not axially move upon rotation, the threaded cone shaped member 412 interacts with mating threads formed on an inside diameter of the bore to transmit axial motion, resulting from rotation and based on the pitch of the threads, of the cone shaped member 412 towards or away from an orifice 402, between a closed position, a partially open position, and a fully or completely open position.
Adjusting the opening of orifice 402 modifies the flowrate of the fluid through active valve 450 thereby varying the stiffness of a corresponding active valve damper 38. While
For example, a suspension damper could have one, a combination of, or each of an active valve(s). The active valve(s) could be used for fluid flow path control, for bottom out control, for an internal bypass, for an external bypass, for a fluid conduit to the external reservoir 125, etc. In other words, anywhere there is a fluid flow path within active valve damper 38, an active valve could be used. Moreover, the active valve could be alone or used in combination with other active (semi-active, or passive) valves at other fluid flow paths to automate one or more of the damping performance characteristics of the damping assembly. Moreover, additional switches could permit individual operation of separate active bottom out valves.
In addition to, or in lieu of, the simple, switch-operated remote arrangement of
In one embodiment, the control system 600 adds damping (and control) in the event of rapid operation (e.g. high rod velocity) of the active valve damper 38 to avoid a bottoming out of the damper rod as well as a loss of control that can accompany rapid compression of a shock absorber with a relative long amount of travel. In one embodiment, the control system 600 adds damping (e.g., adjusts the size of the opening of orifice 402 by causing cone shaped member 412 to open, close, or partially close orifice 402) in the event that the rod velocity in compression is relatively low but the rod progresses past a certain point in the travel.
Such configuration aids in stabilizing the vehicle against excessive low-rate suspension movement events such as cornering roll, braking and acceleration yaw and pitch and “g-out.”
In one embodiment, the piston's position within the damping chamber is determined using an accelerometer to sense modal resonance of the suspension damper or other connected suspension element such as the tire, wheel, or axle assembly. Such resonance will change depending on the position of the piston and an on-board processor (computer) is calibrated to correlate resonance with axial position. In one embodiment, a suitable proximity sensor or linear coil transducer or other electro-magnetic transducer is incorporated in the damping chamber to provide a sensor to monitor the position and/or speed of the piston (and suitable magnetic tag) with respect to a housing of the suspension damper.
In one embodiment, the magnetic transducer includes a waveguide and a magnet, such as a doughnut (toroidal) magnet that is joined to the cylinder and oriented such that the magnetic field generated by the magnet passes through the rod and the waveguide. Electric pulses are applied to the waveguide from a pulse generator that provides a stream of electric pulses, each of which is also provided to a signal processing circuit for timing purposes. When the electric pulse is applied to the waveguide, a magnetic field is formed surrounding the waveguide. Interaction of this field with the magnetic field from the magnet causes a torsional strain wave pulse to be launched in the waveguide in both directions away from the magnet. A coil assembly and sensing tape is joined to the waveguide. The strain wave causes a dynamic effect in the permeability of the sensing tape which is biased with a permanent magnetic field by the magnet. The dynamic effect in the magnetic field of the coil assembly due to the strain wave pulse, results in an output signal from the coil assembly that is provided to the signal processing circuit along signal lines.
By comparing the time of application of a particular electric pulse and a time of return of a sonic torsional strain wave pulse back along the waveguide, the signal processing circuit can calculate a distance of the magnet from the coil assembly or the relative velocity between the waveguide and the magnet. The signal processing circuit provides an output signal, which is digital or analog, proportional to the calculated distance and/or velocity. A transducer-operated arrangement for measuring piston rod speed and velocity is described in U.S. Pat. No. 5,952,823 and that patent is incorporated by reference herein in its entirety.
While transducers located at the suspension damper measure piston rod velocity (piston rod velocity transducer 608), and piston rod position (piston rod position transducer 606), a separate wheel speed transducer 604 for sensing the rotational speed of a wheel about an axle includes housing fixed to the axle and containing therein, for example, two permanent magnets. In one embodiment, the magnets are arranged such that an elongated pole piece commonly abuts first surfaces of each of the magnets, such surfaces being of like polarity. Two inductive coils having flux-conductive cores axially passing therethrough abut each of the magnets on second surfaces thereof, the second surfaces of the magnets again being of like polarity with respect to each other and of opposite polarity with respect to the first surfaces. Wheel speed transducers are described in U.S. Pat. No. 3,986,118 which is incorporated herein by reference in its entirety.
In one embodiment, as illustrated in
In one embodiment, logic unit 602 shown in
Referring now to
In one embodiment, there is at least one damper, of the plurality of damping components, located at each of a vehicle wheel suspension location. For example, damper 721 at the left front, damper 722 at the right front, damper 723 at the left rear, and damper 724 at the right rear.
In one embodiment, the plurality of damping components, e.g., dampers 721-724, are selected from the damper types such as, an in-line damper, a piggyback damper, a compression adjust only damper, a rebound adjust only damper, an independent compression and rebound adjust damper, a dependent compression and rebound adjust single valve damper, and the like. A plurality of different damper 721-724 types are shown and described in the discussion of
Although active damping control system 700 is shown as interacting with four dampers 721-724 such as would be likely found in a four wheeled vehicle suspension configuration, it should be appreciated that the technology is well suited for application in other vehicles with different suspension configurations. The different configurations can include two wheel suspension configuration like that of a motorcycle; a one, two or three “wheel” suspension configuration like that of a snowmobile, trike, or boat, a plurality of dampers at each of the damper suspension locations such as found in off-road vehicles, UTV, powersports, heavy trucking, RV, agriculture, maritime, and the like. The use of a single damper in a four suspension location configuration as shown herein is provided merely as one example.
In one embodiment, control system 711 includes shimmed damping control (SDC) 710, vehicle CAN bus 708, CAN Bus 731 to an optional human machine interface (HMI) 714 (or graphical user interface (GUI)), warning 713, and battery 712. It should be appreciated that in an embodiment, one or more components shown within control system 711 would be located outside of control system 711, and similarly additional components would be located within control system 711.
In one embodiment, SDC 710 includes a processor. In operation, both compression and rebound oil flows through independent sophisticated multistage blended circuits in SDC 710 to maximize suspension control. In one embodiment, SDC 710 will control each of the plurality of damping components located at each vehicle wheel suspension location, determine a type of damping component at each vehicle wheel suspension location, automatically tune a vehicle suspension based on the determined type of damping components at each vehicle wheel suspension location, automatically monitor the plurality of damping components and determine when a change has been made to one or more of the plurality of damping components, and automatically re-tune the vehicle suspension based on the change to one or more of the plurality of damping components.
In one embodiment, there is no need for HMI/GUI 714 within the modular active damping control system 700. Instead, the suspension configuration will be identified by the warning 713 or lack thereof. In another embodiment, there may be suspension configuration switches instead of an HMI/GUI 714.
In one embodiment, optional HMI/GUI 714 is a GUI that presents a damping configuration and operational information about the damping configuration, e.g., vehicle suspension settings, in a user interactive format, such as on a display located proximal to a vehicle operator.
In one embodiment, optional HMI/GUI 714 is configured to present vehicle suspension setting information in a user interactive format on a display, where the HMI will have a touch input capability to receive an input from a user via a user interaction with the HMI. HMI is also programmable to present damping configuration information, rebound configuration information and/or suspension setting information in a user interactive format on a display.
In one embodiment, the vehicle suspension setting information includes a plurality of different vehicle suspension mode configurations and an identification of which configuration mode is currently active on the vehicle suspension. In one embodiment, the plurality of different vehicle suspension mode configurations is user selectable.
If one or more of the components of dampers 721-724 are automatically adjustable, in one embodiment, control system 711 will automatically adjust one or more of the plurality of damping components of the tuned vehicle suspension based on external conditions such as, weather, terrain, ground type (e.g., asphalt, concrete, dirt, gravel, sand, water, rock, snow, etc.), and the like.
In one embodiment, control system 711 will automatically adjust one or more of the plurality of damping components (dampers 721-724) of the tuned vehicle suspension based on one or more sensor inputs received from sensors such as an inertial gyroscope, an accelerometer, a magnetometer, a steering wheel turning sensor, a single or multi spectrum camera, and the like.
In one embodiment, the active damping control system 700 characteristics can be set at the factory, manually adjustable by a user, or automatically adjustable by a computing device using environmental inputs and the like. For example, the suspension characteristics for the dampers 721-724 are manually or automatically adjustable based on user preference, speed, maneuvering, ride type, or the like.
In one embodiment, the adjustable characteristics for the dampers 721-724 are manually adjustable via a user input. For example, via user interaction with HMI/GUI 714.
In one embodiment, the adjustable characteristics for the dampers 721-724 are automatically adjusted based on external conditions, e.g., sensors detecting damper, vibration, or the like. For example, in a smooth operating environment, e.g., on a highway or smooth road, configuration adjustments may be provided by the user via HMI 714, or automatically applied by active damping control system 700, to increase firmness in the ride. That is, to provide additional hardness that would increase feedback, feel and precise handling.
In contrast, when rougher terrain is encountered, the user can select a rough terrain setting at HMI 714. In contrast, the active damping control system 700 would receive information from one or more sensors (coupled to the suspension near dampers 721-724, via the Vehicle CAN bus 708, or the like) about the rough terrain and re-tune the vehicle suspension based on to a softer setting. That is, to provide appropriate suspension control characteristics for the vehicle. In addition, the adjustment provides a softer ride that would reduce operator/passenger felt vibrations, damper, bumps, and the like thereby reducing operator fatigue and/or.
As described herein, the manual option includes a user selectable switch, icon on a touch display, or the like at the GUI or HMI, that allows a user to make a selection based on given characteristics, e.g., highway mode-for smooth terrain, -off-road mode-for rough terrain, a mixed mode for intermediate terrain, etc. In one embodiment, the manual option is provided at the GUI or HMI. In one embodiment, the manual option may be one or more switches that allow the use to select one or more pre-defined suspension settings. For example, the pre-defined suspension settings can include, but are not limited to, highway, offroad, mixed terrain, rock climbing, racing, performance, sport, wet, and the like.
In an automated mode, active damping control system 700 automatically adjusts one or more characteristics for one or more dampers 721-724 based on based on one or more inputs received at the processor of SDC 710. For example, in one embodiment, the steering inputs, vehicle roll, speed, and the like are detected and/or monitored via one or more sensors on or about the vehicle. Similarly, external conditions such as weather, terrain, ground type, and the like are also detected and/or monitored via the one or more sensors on or about the vehicle.
Sensors such as but not limited to, accelerometers, sway sensors, suspension changes, visual identification technology (e.g., single or multi spectrum camera's), driver input monitors, steering wheel turning sensors, and the like. For example, one embodiment uses an inertial measurement unit (IMU) to sense rough terrain. One embodiment has an attitude and heading reference system (AHRS) that provides 3D orientation integrating data coming from inertial gyroscopes, accelerometers, magnetometers and the like. For example, in one embodiment, the AHRS is a GPS aided Microelectromechanical systems (MEMS) based IMU and static pressure sensor.
Moreover, if the active damping control system 700 determines that one or more of dampers 721-724 are remotely adjustable, active damping control system 700 will be able to adjust those dampers automatically and on the fly. For example, active damping control system 700 will set the remotely adjustable dampers into a highway mode during travel down a roadway, e.g., that is configuring the remotely adjustable dampers to operate in a firmer mode, and then as the vehicle transitions to rougher terrain, the remotely adjustable dampers will be reconfigured to a softer setting to increasing absorption of damper and thereby provide a smoother ride.
In one embodiment, the automated or user selectable settings are further adjustable based on actual conditions or as “learned” user settings. For example, if an operator initially sets the active damping control system 700 to a rough terrain setting and then the vehicle transitions to a roadway, fire road, highway, or the like. When the sensor feedback causes the active damping control system 700 to determine that the vehicle is no longer in rough terrain, active damping control system 700 would automatically change the mode to highway mode to provide a more appropriate suspension setting. However, if the operator prefers a harder feel, the operator will override any automatic “on-the-fly” adjustments so that off-road mode is maintained. Similarly, if the user prefers a softer ride, or has been in the seat for a long period of time, the user will adjust the stiffness mode to be a softer seat, provide a smoother ride, or the like.
The foregoing Description of Embodiments is not intended to be exhaustive or to limit the embodiments to the precise form described. Instead, example embodiments in this Description of Embodiments have been presented in order to enable persons of skill in the art to make and use embodiments of the described subject matter. Moreover, various embodiments have been described in various combinations. However, any two or more embodiments could be combined. Although some embodiments have been described in a language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed by way of illustration and as example forms of implementing the claims and their equivalents.
It should be noted that any of the features disclosed herein may be useful alone or in any suitable combination. While the foregoing is directed to embodiments of the present invention, other and further embodiments of the invention may be implemented without departing from the scope of the invention, and the scope thereof is determined by the claims that follow.
This Application claims priority to and benefit of co-pending U.S. Provisional Patent Application No. 62/902,866 filed on Sep. 19, 2019, entitled “Dual Live Valve Shock Having Main Damper And Base Valve Actively Controlled” by Regan Woelfel, and assigned to the assignee of the present application, the disclosure of which is hereby incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 62902866 | Sep 2019 | US |
