Patent Application
20220268913
The subject matter of the present disclosure broadly relates to the art of pneumatic devices such as gas spring assemblies that include internal sensors operative to generate signals, data and/or other outputs having a relation to displacement (also referred to as “height” or “distance”), velocity, and/or acceleration associated with the gas spring assemblies using millimeter wave radar technology of an predetermined frequency and wavelength and/or within a predetermined range of frequencies and wavelengths. Gas spring assemblies including such millimeter wave radar sensors as well as suspension systems and/or vehicle systems including one or more of such gas spring assemblies are also included.
It will be appreciated that the subject sensors, as well as the gas spring assemblies and suspension system that include one or more of such sensors, are amenable to broad use in a wide variety of applications and environments. As examples, suitable applications and/or uses can include vehicle suspension systems, cab mounting arrangements and seat suspensions such as may exist over-the-road trucks and tractors, rail vehicles, agricultural vehicles, industrial vehicles, as well as in other machinery having moving or vibrating parts. It will be appreciated that the subject matter of the present disclosure may be particularly amenable to use in connection with motorized vehicles and will be discussed in detail hereinafter with specific reference thereto. However, it is to be specifically understood that the subject, as well as the gas spring assemblies and/or suspension systems that include one or more of such sensors, are not intended to be in any way limited to the specific examples of suitable applications disclosed herein, which are merely exemplary.
Wheeled motor vehicles of most types and kinds include a sprung mass, such as a body or chassis, for example, and an unsprung mass, such as two or more axles or other wheel-engaging members, for example, with a suspension system disposed therebetween. Typically, such a suspension system will include a plurality of spring devices as well as a plurality of damping devices that together permit the sprung and unsprung masses of the vehicle to move in a somewhat controlled manner relative to one another. Generally, the plurality of spring elements function to accommodate forces and loads associated with the operation and use of the vehicle, and the plurality of damping devices are operative to dissipate undesired inputs and movements of the vehicle, particularly during dynamic operation thereof. Movement of the sprung and unsprung masses toward one another is normally referred to in the art as jounce motion while movement of the sprung and unsprung masses away from one another is commonly referred to in the art as rebound motion.
In some cases, the spring devices of vehicle suspension systems can be of a type and kind that are commonly referred to in the art as gas spring assemblies, which are understood to utilize pressurized gas as the working medium thereof. Typically, such gas spring assemblies include a flexible spring member that is operatively connected between comparatively rigid end members to form a spring chamber. Pressurized air or other pressurized gas can be transferred into and/or out of the spring chamber to alter the position of the sprung and unsprung masses relative to one another and/or to provide other performance-related characteristics. Additionally, a variety of devices and/or arrangements have been and are currently used to assist in controlling the transfer of pressurized gas into and/or out of one or more spring chambers and thereby adjust the position and/or orientation of one structural component of a vehicle relative to another structural component. As one example, a mechanical linkage valve that is in fluid communication between a compressed gas source and a gas spring assembly can be interconnected between the opposing structural components. As the structural components move toward and away from one another, the valve opens and closes to permit pressurized gas to be transferred into and out of the gas spring assembly. In this manner, such mechanical linkage valves can permit control of the height of the gas spring assembly.
Unfortunately, such arrangements have a number of problems and/or disadvantages that are commonly associated with the continued use of the same. One problem with the use of mechanical linkage valves, particularly those used in association with the suspension system of a vehicle is that the linkages are frequently subjected to physical impacts, such as may be caused by debris from a roadway, for example. This can result in the linkage being significantly damaged or broken, such that the valve no longer operates properly, if the valve operates at all.
Due to the potential for known mechanical linkage valves to be damaged, regular inspection and replacement of such mechanical linkage valves is typically recommended. Another disadvantage of known mechanical linkage valves relates to the performance and operation thereof in connection with an associated suspension system. That is, known mechanical linkage valves generally open and close under predetermined height conditions regardless of the operating condition or inputs acting on the vehicle. As such, it is possible that operating conditions of the vehicle might occur during which the performance of a height change would be undesirable. Unfortunately, conventional suspension systems that utilize mechanical linkage valves are not typically capable of selective operation.
In view of the foregoing difficulties commonly associated with the use of mechanical linkage valves, height control systems for vehicle suspensions have been developed that utilize non-contact displacement sensors and thereby avoid the use of mechanical linkage valves. Such non-contact displacement sensors are commonly housed within a gas spring assembly and can utilize sound or pressure waves traveling through a fluid medium, typically at an ultrasonic frequency, to generate output signals suitable for determining the position of one structural member relative to another structural member. As an example of such an application, an ultrasonic displacement sensor could be supported on one end member of a gas spring assembly. The ultrasonic displacement sensor can be operative to send ultrasonic waves through the spring chamber of the gas spring assembly toward an opposing end member. The waves are reflected back by a suitable feature of the opposing end member, and the distance therebetween is determined in a conventional manner.
One advantage of such an arrangement over mechanical linkages is commonly housed within the gas spring assembly and is at least partially sheltered from impacts and exposure. However, numerous disadvantages also exist with the use of displacement sensors that utilize ultrasonic sound waves that travel toward and are reflected back from a distant target. As one example, sound waves can be subject to interference from external sources, such as those within the gas spring assembly or in the environment around the gas spring assembly, which can degrade or otherwise diminish the performance of the height control system. What's more, environmental factors such as pressure, temperature and relative humidity alter speed with which sound will travel through the gas within the gas spring assembly. Also, the frequencies of these known ultrasonic displacement sensors (20,000 Hertz (Hz) up to several gigahertz (GHz)) result in distance measurements that are provided at a lower resolution and at a lower sampling rate than required for modern gas spring control systems for vehicles and other applications. These and other factors can disadvantageously affect the accuracy and/or consistency with which height control systems can operate using known ultrasonic displacement sensors.
In an effort to overcome the above-noted and other disadvantages of ultrasonic displacement sensors, other known gas spring assemblies utilizes radar displacement sensors that operate using radar waves having a frequency in the range of 76-77 GHz and a wavelength of approximately 3.8 mm. While this system may, in some cases, overcome certain disadvantages associated with the use of ultrasonic height sensors, these systems may still fail to provide height measurements with the fine resolution and update rate desired for modern gas spring control systems of vehicles and other applications. Additionally, such known radar displacement sensors may, in some cases, also fails to provide the quality and type of information desired for modern vehicle control systems, such as information concerning velocity, acceleration, and/or angle at which a target is moving and/or positioned relative to the source in a package and system that can be installed in a modern gas spring, together with suitable means for powering and communicating with such a sensor in a modern vehicle control system.
Notwithstanding the widespread usage and overall success of conventional displacement sensors as described above and others, as well as the gas spring assemblies and suspension systems including such sensors, that are known in the art, it is believed that a need exists to address the foregoing and/or other challenges while providing comparable or improved performance, ease of manufacture, reduced cost of manufacture, and/or otherwise advancing the art of gas spring devices and displacement sensors therefor.
One example of a displacement and velocity sensor in accordance with the subject matter of the present disclosure can include a millimeter wave radar source and a radar receptor connected to an associated first vehicle component. The radar source can be adapted to generate and emit radar waves of a frequency greater than or equal to 120 gigahertz (GHz) and a wavelength of 2.5 millimeters (mm) or less toward an associated target surface provided on an associated second vehicle component that is spaced from and moveable relative to the associated first vehicle component. The radar receptor can be adapted to receive reflected radar waves reflected from the associated target surface. A processor can be operably coupled to the radar source and the radar receptor. The radar receptor can be operable to generate a signal upon receiving the reflected radar waves. The processor operable to determine both a displacement distance and a relative velocity between the radar source and the associated target surface with the processor operable to determine: a displacement distance between the radar source and the target surface based upon at least one of: (i) a time of flight required for the radar waves to travel from the radar source to the target surface and then to the radar receptor; (ii) a frequency phase shift between the radar waves transmitted by the radar source and the radar waves reflected from the target surface and received by the radar receptor; and, relative velocity between the radar source and the associated target surface based on a frequency phase shift between the radar waves transmitted by the radar source and the radar waves reflected from the target surface and received by the radar receptor.
In some cases, the processor can be operable to determine a displacement and a relative velocity between the radar source and the target using pulsed Doppler or continuous wave frequency modulation radar methods that rely on time of flight and frequency phase shifts between the pulsed or continuous radar waves transmitted by the radar source and the radar waves reflected from the target surface and received by the radar receptor.
A gas spring assembly in accordance with the subject matter of the present disclosure can have a longitudinal axis. The gas spring assembly can include a flexible spring member that can include a flexible wall extending peripherally about the longitudinal axis and axially between opposing first and second ends of the flexible spring member to at least partially define a spring chamber therebetween. A first end member can be secured along the first end of the flexible spring member such that a substantially fluid-tight seal is formed therebetween. A second end member can be disposed in axially-spaced relation to the first end member. The second end member can be secured along the second end of the flexible spring member such that a substantially fluid-tight seal is formed therebetween. A millimeter wave radar source can be operatively disposed along one of the first and second end members, and a radar receptor can be supported in a fixed position relative to the millimeter wave radar source. A target surface can be located along the other of the first and second end members in axially-spaced relation to the radar source and the radar receptor. A processor can be communicatively coupled with the radar wave source and the radar wave receptor. The radar source can be operable to direct millimeter wave radar waves toward the target surface through at least a portion of the spring chamber such that the radar waves are reflected off the target surface. The radar receptor can be operable to generate a signal upon receiving the reflected radar waves reflected off the target surface. The processor can be operable to determine a displacement distance between the radar source and the target surface based upon at least one of: (i) a time of flight required for the radar waves to travel from the radar source to the target surface and then to the radar receptor; (ii) a frequency phase shift between the radar waves transmitted by the radar source and the radar waves reflected from the target surface and received by the radar receptor.
One example of a suspension system in accordance with the subject matter of the present disclosure can include a pressurized gas system that includes a pressurized gas source and a control device. The suspension system can also include at least one gas spring assembly according to the foregoing paragraph. The at least one gas spring assembly can be disposed in fluid communication with the pressurized gas source through the control device such that pressurized gas can be selectively transferred into and out of the spring chamber.
Turning now to the drawings, it is to be understood that the showings are for purposes of illustrating examples of the subject matter of the present disclosure and are not intended to be limiting. Additionally, it will be appreciated that the drawings are not to scale and that portions of certain features and/or elements may be exaggerated for purpose of clarity and ease of understanding.
The suspension system can also include a plurality of gas spring assemblies 102 supported between the sprung and unsprung masses of the associated vehicle. In the arrangement shown in
Suspension system 100 also includes a pressurized gas system 104 operatively associated with the gas spring assemblies for selectively supplying pressurized gas (e.g., air) thereto and selectively transferring pressurized gas therefrom. In the exemplary embodiment shown in
Valve assembly 108 is in communication with gas spring assemblies 102 through suitable gas transfer lines 118. As such, pressurized gas can be selectively transferred into and/or out of the gas spring assemblies through valve assembly 108 by selectively operating valves 112, such as to alter or maintain vehicle height at one or more corners of the vehicle, for example.
Suspension system 100 can also include a control system 120 that is capable of communication with any one or more systems and/or components (not shown) of vehicle VHC and/or suspension system 100, such as for selective operation and/or control thereof. Control system 120 can include a controller or electronic control unit (ECU) 122 communicatively coupled with compressor 106 and/or valve assembly 108, such as through a conductor or lead 124, for example, for selective operation and control thereof, which can include supplying and exhausting pressurized gas to and/or from gas spring assemblies 102. Controller 122 can be of any suitable type, kind and/or configuration.
In accordance with the subject matter of the present disclosure, control system 120 can also include one or more sensing devices 126 that may be operatively associated with the gas spring assemblies 102 and capable of outputting or otherwise generating data, signals and/or other communications having a relation to a height of the gas spring assemblies, a distance between other components of the vehicle, and/or velocity or acceleration at which components of the gas spring assemblies 102 or components of the vehicle are moving with respect to each other. Sensing devices 126 can be in communication with ECU 122, which can receive the distance (height), velocity, and/or acceleration signals, data and/or information therefrom. Sensing devices 126 can be in communication with ECU 122 in any suitable manner, such as through conductors or leads 128, for example or by way of a wireless radio frequency or other wireless interface.
In a preferred arrangement, in accordance with the subject matter of the present disclosure, sensing devices 126 can be located inside the spring chamber of gas spring assemblies 102 and can be of a type, kind and/or construction that utilizes a radio wave (radar) transmitter operable to direct millimeter wavelength radar waves of a frequency greater than 120 gigahertz (GHz) and a wavelength of less than or equal to 2.5 millimeters (mm) toward a target surface inside the spring chamber. In one embodiment, sensor devices 126 transmit radar waves of a frequency inclusively in the range of 120 to 240 gigahertz (GHz), corresponding respectively to a wavelength inclusively in the range of 2.5 to 1.25 millimeters (mm). The target surface can be another component of gas spring assembly 102 located inside the spring chamber. Sensing devices 126 include a radar receptor that receives radar waves reflected off of the target surface can be operable to generate a signal based upon the received reflected radar waves.
Sensing devices 126 include a processor that utilizes the signal generated by the radar receptor to derive a distance (displacement) between the radar source and the target surface, and optionally also the relative velocity, acceleration, angle, and/or changes in the angle between the radar source and the target surface, based at least one of: (i) the time of flight for a radar wave to travel from the radar source to the target and then to the radar receptor; (ii) a frequency shift (or “phase shift”) between the radar waves transmitted by the radar source and the radar waves reflected from the target surface and received by the radar receptor using a pulsed Doppler method or a continuous wave frequency modulation (CWFM) method; (iii) the angle of arrival or change in angle of arrival of radar waves reflected from the target surface and received by the radar receptor. The angle of arrival is defined as the angle between the radar receptor (which can comprise an array of multiple receiver antennae) and the received radar waves reflected from the target. The distance derived by the processor has a relationship to a height of the gas spring assembly, itself, and/or has a relationship to a distance between other components of the vehicle. The angle or arrival or changes in same can provide information concerning the road surface and/or vehicle load (or load shift). All of the information provided can be useful as input to vibration control and/or active damping systems of vehicle VHC.
A gas spring assembly 200 in accordance with the subject matter of the present disclosure is shown in
Gas spring assembly 200 can be disposed between associated sprung and unsprung masses of an associated vehicle in any suitable manner. For example, one end member can be operatively connected to the associated sprung mass with the other end member disposed toward and operatively connected to the associated unsprung mass. In the arrangement shown in
Additionally, a fluid communication port, such as a transfer passage 214 (
End member 204 can be secured along a second or lower structural component LSC, such as an axle AXL in
It will be appreciated that the one or more end members 202 and 204 can be of any suitable type, kind, construction and/or configuration, and can be operatively connected or otherwise secured to flexible spring member 206 in any suitable manner. In the exemplary arrangement shown in
As identified in
Body 226 also includes a second inner side wall 246 that extends longitudinally inward into the body from along end wall 234. Second inner side wall 246 terminates at an end or bottom wall 248 that is approximately planar and disposed transverse to axis AX such that second inner side wall 246 and bottom wall 248 at least partially define a cavity 250 within body 226. In some cases, bridge walls 252 can, optionally, extend between and operatively interconnect outer side wall 232 and second inner side wall 246.
An inner support wall 254 is disposed radially inward from outer side wall 232 and extends peripherally about axis AX. In some cases, inner support wall 254 can form a hollow column-like structure that projects from along bottom wall 248 in a longitudinal direction toward end 230. In some cases, the distal end of outer side wall 232 and/or the distal end of inner support wall 254 can at least partially define a mounting plane MP formed along end 230 of the end member body. In this manner, body 226 can be supported at least in part by outer side wall 232 and/or inner support wall 254, such as on or along an associated structural member (e.g., lower structural component LSC in
Additionally, end member body 226 of end member 204 can include a bumper mount 258 that is disposed along bottom wall 248 and projects outwardly therefrom in an axial direction toward end 228 of the end member body. Additionally, as indicated above, end member 204 can include any number of one or more features and/or components. For example, end member 204 can include an insert 260 that is embedded (e.g., molded) into or otherwise captured and retained within end member body 226. Insert 260 can function to assist in securing the end member on or along an associated structural component, such as providing a mounting and/or securement point for the end member 204 on the lower structural component LSC in
Gas spring assembly 200 can also, optionally, include a jounce bumper 266 that can be supported within spring chamber 208, such as to inhibit direct contact between end members 202 and 204, for example. It will be appreciated that the jounce bumper, if included, can be supported on or along an end member in any suitable manner. For example, jounce bumper 266 is shown as being received on and retained in position on or along end member 204 by bumper mount 258.
Gas spring assembly 200 is also shown in
Additionally, it will be appreciated that sensor 268 can be connected to other systems and/or components of a vehicle suspension system in any suitable manner. For example, sensor 268 could include one or more leads or conductors 276 that can be used to provide electrical power to the sensor and/or for bidirectional communication purposes (e.g., signals, data, information and/or communication transfer to and/or from the sensor), such as is indicated by leads 128 of control system 120 in
During use, in accordance with the subject matter of the present disclosure, sensor 268 is shown in
For example, though optional, gas spring assembly 200 and/or sensor 268 can include a specialized separate reflective target 284 having a target surface off of which the millimeter wave radar signals can be reflected from source 272 toward receptor 274, such as is shown in
Sensor 268, or a system or component operatively associated with the sensor, can be operable to determine time of flight of the radar waves traveling at the speed of light (i.e., 299,792,458 meters per second (m/s) in air) from radar source 272 to the target surface (e.g., surface of target 282, 284 and/or 284′) and then to radar receptor 274. It will be appreciated that the roundtrip distance traveled by the radar waves will have a relation to the time of flight. Thus, by determining the time of flight of the radar waves, sensor 268, or a system or component operatively associated with the sensor (such as controller 122 or another processor), can then determine a height or distance associated with the gas spring assembly or other components of a suspension system.
Additionally, or alternatively, sensor 268, or a system or component operatively associated with the sensor, can be operable to determine a frequency shift or phase shift between the radar waves EMT transmitted by radar source 272 and radar waves RFL reflected from the target surface (e.g., surface of target 282, 284 and/or 284′) and received by radar receptor 274 using pulsed Doppler radar pulses or continuous wave frequency modulation (CWFM) of continuously transmitted radar waves. In either case, it will be appreciated that, based upon the Doppler effect, the frequency shift exhibited by reflected radar waves RFL relative to the transmitted radar waves EMT will have a relation to relative movement between source 272 and the target surface (e.g., surface of target 282, 284 and/or 284′). Thus, by determining the phase shift of the radar waves, sensor 268, or a system or component operatively associated with the sensor (such as controller 122 or another processor), can then determine displacement (distance/height) between source 272 and the target surface (e.g., surface of target 282, 284 and/or 284′) and can also determine the velocity and/or acceleration of radar source 272 (or a component connected thereto) relative to the target surface (e.g., surface of target 282, 284 and/or 284′) or a component connected thereto. Sensor 268, or a system or component operatively associated with the sensor, can be operative to update such measurements rapidly to assess changes over time.
Furthermore, sensor 268, or a system or component operatively associated with the sensor, can operatively monitor and assess the angle of arrival or changes in the angle of arrival of reflected radar waves RFL as received by receptor 274. The angle of arrival or changes in the angle of arrival allow sensor 268, or a system or component operatively associated with the sensor, to determine the angle or changes in the angle between the target surface (e.g., surface of target 282, 284 and/or 284′) and radar source 272 and/or receptor 274. Accordingly, sensor 268, or a system or component operatively associated therewith, is operable to determine a distance between, the angle between, changes in the angle between, velocity difference between, and/or acceleration between radar wave source 272 and the target surface (e.g., surface of target 282, 284 and/or 284′).
Another example of a gas spring assembly in accordance with the subject matter of the present disclosure can take the form of a gas spring and damper assembly 300, as is shown in
Gas spring and damper assembly 300 is shown in
Elongated rod 322 is shown in
It will be appreciated that gas spring and damper assembly 300 can be operatively connected between associated sprung and unsprung masses of an associated vehicle VHC (or other construction) in any suitable manner. For example, one end of the assembly can be operatively connected to the associated sprung mass with the other end of the assembly disposed toward and operatively connected to the associated unsprung mass. As shown in
Gas spring assembly 304 includes an end member 334, such as a top cap, bead plate or reservoir enclosure, for example. Gas spring assembly 304 also includes an end member 336, such as a roll-off piston or piston assembly, for example, that is disposed in axially-spaced relation to end member 334. A flexible spring member 338 can be operatively connected between end members 334 and 336 in a substantially fluid-tight manner such that a spring chamber 340 is at least partially defined therebetween. In some cases, flexible spring member 338 can form a rolling lobe 342 that is displaced along an outer surface 344 of end member 336 as gas spring and damper assembly 300 moves between extended (i.e., rebound) and compressed (i.e., jounce) conditions. As shown in
As discussed above, gas spring and damper assembly 300 can be operatively connected between associated sprung and unsprung masses of an associated vehicle (or other structure) in any suitable manner. As shown in
A fluid communication port can optionally be provided to permit fluid communication with spring chamber 340, such as may be used for transferring pressurized gas into and/or out of the spring chamber, for example. It will be appreciated that such a fluid communication port can be provided in any suitable manner. As one example, a fluid communication port could extend through one or more of mounting studs 352. As another example, end member 334 can include a transfer passage 354 extending therethrough that is in fluid communication with spring chamber 340. It will be appreciated, however, that any other suitable fluid communication arrangement could alternately be used. In some cases, passage 354 can be adapted to receive a suitable connector fitting 356, such as may be suitable for operatively connecting gas transfer lines 118 in
An opposing end 358 of flexible sleeve 338 can be secured on or along end member 334 in any suitable manner. As one example, a portion of the flexible sleeve can be secured in abutting engagement along a wall portion of end member 334 by way of a retaining ring 360 that can be crimped radially inward or otherwise deformed to form a substantially fluid-tight connection therebetween. Additionally, gas spring and damper assembly 300 can, optionally, include an external sleeve or support, such as a restraining cylinder 362, for example, that can be secured on or along the flexible sleeve in any suitable manner. As one example, a portion of the flexible sleeve can be secured in abutting engagement along a wall portion of restraining cylinder 362 by way of a retaining ring 364 that can be crimped radially outward or otherwise deformed to form engagement between the restraining cylinder and the flexible sleeve. It will be appreciated, however, that other arrangements could alternately be used.
Gas spring and damper assembly 300 can also, optionally, include one or more additional components and/or features. For example, an accordion-type bellows 366 can extend along at least a portion of the gas spring and damper assembly and can be secured to one or more components thereof in any suitable manner, such as by way of retaining rings 368, for example. As another example, a seal assembly 370 can be disposed in fluid communication between damper housing 306 and end member 336, such that a substantially fluid-tight seal can be formed therebetween. As a further example, a jounce bumper 372 can be disposed within spring chamber 340 and can be supported on or along one of end members 334 and 336 in a suitable manner. In the arrangement shown in
Gas spring assembly 304 of gas spring and damper assembly 300 is also shown in
In accordance with the subject matter of the present disclosure, sensor 376 also includes a millimeter wave radar source 382 and a millimeter wave radar receptor 384. In a preferred arrangement, such as is shown in
Additionally, it will be appreciated that sensor 376 can be communicatively coupled or otherwise connected to other systems and/or components of a vehicle suspension system in any suitable manner. For example, sensor 376 could include one or more leads or conductors 386 that can be used to provide electrical power to the sensor and/or for communication purposes (e.g., signals, data, information and/or communication transfer to and/or from the sensor), such as is indicated by leads 128 of control system 120 in
During use, in accordance with the subject matter of the present disclosure, sensor 376 is shown in
In accordance with the subject matter of the present disclosure, sensor 376 will operate properly while reflecting radar waves off of a surface of target feature or component 388 itself, without using any specialized reflector or coating on the target. In some cases, however, it may be desirable to separately provide a target 390 having a separate, specialized radar reflective target surface with predetermined reflective properties, such as may be useful to provide a particular level of performance or robustness of operation. For example, though optional, gas spring assembly 304 and/or sensor 376 can include a reflective target 390 having a target surface off of which radar waves can be reflected from radar source 382 toward radar receptor 384, such as is shown in
Again, depending upon the anticipated conditions of use in a particular application and the desired performance characteristics and/or robustness of operation, the target surface (whether a surface of the target feature or component of the 388 or a dedicated reflective target 390) can have particular radar reflective properties to enhance and control the reflected radar waves.
Sensor 376, or a system or component operatively associated with the displacement and velocity sensor, can be operable to determine time of flight of the radar waves traveling at the speed of light (i.e., 299,792,458 meters per second (m/s) in air) from the radar source 382, to target 388 and/or 390 and then to radar receptor 384. It will be appreciated that the roundtrip distance traveled by the radar waves will have a relation to the time of flight. Thus, by determining the time of flight of the radar waves, sensor 376, or a system or component operatively associated with the sensor (such as controller 122 or another processor), can then determine a height or distance associated with assembly 300 or other components of the suspension system and/or vehicle.
Additionally, or alternatively, sensor 376, or a system or component operatively associated with the sensor (such as the controller 122), can be operable to determine a frequency shift or phase shift between radar waves EMT transmitted by radar source 382 and radar waves RFL reflected from target surface 388 and/or 390 and received by radar receptor 384 using pulsed Doppler radar pulses or continuous wave frequency modulation (CWFM) of continuously transmitted radar waves. In either case, due to the Doppler effect, it will be appreciated that the frequency shift exhibited by reflected radar waves RFL relative to transmitted radar waves EMT will have a relation to relative movement between the source 382 and target 388 and/or 390. Thus, by determining the phase shift of the radar waves, sensor 376, or a system or component operatively associated with the sensor (such as controller 122 or another processor), can then determine displacement (distance/height) between source 382 and target 388 and/or 390 and can also determine the velocity and acceleration of radar source 382 (or a component connected thereto) relative to target 388 and/or 390 (or a component connected thereto).
Furthermore, sensor 376, or a system or component operatively associated with the sensor (such as controller 122), can operatively monitor and assess the angle of arrival or changes in the angle of arrival of reflected radar waves RFL as received by receptor 384. The angle of arrival or changes in the angle of arrival allow sensor 376, or a system or component operatively associated with the sensor, to determine the angle or changes in the angle between target 388 and/or 390 and radar source 382 and/or receptor 384. The angle of arrival and/or changes in same can provide information concerning changes in the road surface and/or load shift for vehicle VHC.
Sensor 500 includes a millimeter wave radar source 502 that is operable to emit radar waves having a frequency (f) inclusively in the range of 120 GHz to 240 GHz (120 GHz≤f≤240 GHz) which corresponds respectively to a wavelength (λ) inclusively in the range of 2.5 mm to 1.25 mm (2.5 mm≥λ≥1.25 mm) through a transmit (TX) antenna 504 toward a target surface, such as targets 282, 284, 388, 390 or any other surface. In the illustrated example, radar source 502 includes a frequency modulated continuous wave transmitter 506 operably connected to a band pass filter 508 that passes signals of the frequency generated by transmitter 524 and a power amplifier 510 which, in turn, outputs the emitted radar waves through transmit antenna 504 toward the target.
Sensor 500 also includes a radar wave receptor 512 that is operable to sense, receive, or otherwise detect the returned radar waves reflected from the target through a receive (RX) antenna 514 and also the angle of arrival of the reflected radar waves RFL at receive (RX) antenna 514, which can include an array of multiple antennae. Receive antenna 514 is operably connected to a low noise amplifier 516 which outputs the amplified signal to a band pass filter 518. An RF mixer 520 is operably connected to and received input signals from band pass filter 518 and also the originally generated FMCW signal from frequency modulated continuous wave transmitter 506. Mixer 520 outputs a signal that represents the phase difference between the originally transmitted radar FMCW signal and the reflected signal RFL. RF mixer 520 is operably connected to and outputs the phase difference signal to an analog-to-digital converter (ADC) 522 which outputs the digital signal to a low pass filter 524 for conditioning the signal to remove undesired high-frequency noise. Low-pass filter 524 is operably connected to a Fast Fourier Transform (FFT) module 526 that performs a Fast Fourier Transform on the signal to obtain the desired frequency phase-shift data which are input to a microprocessor or other electronic controller 528, which can alternatively be the controller 122 or another microprocessor or other controller provided as part of vehicle VHC, assembly 102, 200 and/or 300, or provided as part of sensor 500 as illustrated in
Controller 528 derives the distance, relative velocity, acceleration, and/or the angle or changes in the angle between transmit antenna 504 and the target. Controller 528 can be of any suitable type, kind and/or configuration, such as a microprocessor, for example, for processing data, executing software routines/programs, and other functions relating to at least the determination of the time of flight, frequency phase shift, and angle of arrival or changes in the angle of arrival for the reflected radar waves RFL received by RX antenna 514. Additionally, sensor 500 can be communicatively coupled with other systems and/or components (e.g., controller 122 in
Additionally, controller 528 or other parts of sensor 500 can include a non-transitory storage device or memory 532, which can be of any suitable type, kind and/or configuration that can be used to store data, values, settings, parameters, inputs, software, algorithms, routines, programs and/or other information or content for any associated use or function, such as used in association with the determination of the time of flight and frequency phase shift occurring between the transmitted radar waves and the reflected radar waves received via RX antenna 514, the determination of the angle of arrival of the reflected radar waves RFL at the RX antenna 514, and/or with the performance and/or operation of sensor 500 as well as any systems, components and/or features of the gas spring assemblies and/or suspension system with which the sensor may be operatively associated. Non-transitory memory 532 is operably communicatively coupled with controller 528 such that the controller can access the memory to retrieve and execute any one or more software programs and/or routines. Additionally, data, values, settings, parameters, inputs, software, algorithms, routines, programs and/or other information or content can also be retained within memory 532 for retrieval by controller 528. It will be appreciated that such software routines can be individually executable routines or portions of a software program, such as an operating system, for example. Additionally, it will be appreciated that the controller, processing device and/or memory, can take any suitable form, configuration and/or arrangement, and that the embodiments shown and described herein are merely exemplary. Furthermore, it is to be understood, however, that the modules described above in detail can be implemented in any suitable manner, including, without limitation, software implementations, hardware implementations or any combination thereof. Sensor 500 can also include any other components, circuits, data, values, settings, parameters, inputs, software, algorithms, routines, programs and/or other information or content for operation and use of the displacement and velocity sensor as described herein.
Using such an arrangement, sensor 500 can function as an extremely accurate displacement and velocity sensor that is capable of providing signals, data and/or other information regarding the distance between gas spring end members and/or other components of a vehicle or other structure and the velocity at which such gas spring end members or other components or structures are moving or accelerating or decelerating relative to each other. Advantageously, sensor 500 can accomplish these and other functions from the enclosed environment of the interior of a gas spring assembly (e.g., gas spring assemblies 102, 200 and 304), thereby isolating the sensor from the deleterious effects of environments to which vehicle suspension systems are commonly exposed.
As discussed above, the subject matter of the present disclosure can include an integrated circuit that measures instantaneous, absolute displacement and velocity-based measurements using the time of flight and phase shift of radar waves. Sensors 126, 268, 376 and/or 500 disclosed herein enable an accuracy of +/−1 millimeter to be achieved for displacement measurements, with both velocity and displacement measurements updated with new measurements at an update rate of less than 1 millisecond. In one embodiment, the displacement and velocity measurements are updated with new measurements every 700 microseconds.
As used herein with reference to certain features, elements, components and/or structures, numerical ordinals (e.g., first, second, third, fourth, etc.) may be used to denote different singles of a plurality or otherwise identify certain features, elements, components and/or structures, and do not imply any order or sequence unless specifically defined by the claim language. Additionally, the terms “transverse,” and the like, are to be broadly interpreted. As such, the terms “transverse,” and the like, can include a wide range of relative angular orientations that include, but are not limited to, an approximately perpendicular angular orientation. Also, the terms “circumferential,” “circumferentially,” and the like, are to be broadly interpreted and can include, but are not limited to circular shapes and/or configurations. In this regard, the terms “circumferential,” “circumferentially,” and the like, can be synonymous with terms such as “peripheral,” “peripherally,” and the like.
It will be recognized that numerous different features and/or components are presented in the embodiments shown and described herein, and that no one embodiment may be specifically shown and described as including all such features and components. As such, it is to be understood that the subject matter of the present disclosure is intended to encompass any and all combinations of the different features and components that are shown and described herein, and, without limitation, that any suitable arrangement of features and components, in any combination, can be used. Thus, it is to be distinctly understood claims directed to any such combination of features and/or components, whether or not specifically embodied herein, are intended to find support in the present disclosure. To aid the Patent Office and any readers of this application and any resulting patent in interpreting the claims appended hereto, Applicant does not intend any of the appended claims or any claim elements to invoke 35 U.S.C. 112(f) unless the words “means for” or “step for” are explicitly used in the particular claim.
Thus, while the subject matter of the present disclosure has been described with reference to the foregoing embodiments and considerable emphasis has been placed herein on the structures and structural interrelationships between the component parts of the embodiments disclosed, it will be appreciated that other embodiments can be made and that many changes can be made in the embodiments illustrated and described without departing from the principles hereof. Obviously, modifications and alterations will occur to others upon reading and understanding the preceding detailed description. Accordingly, it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the subject matter of the present disclosure and not as a limitation. As such, it is intended that the subject matter of the present disclosure be construed as including all such modifications and alterations.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/US2020/042038 | 7/15/2020 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 62874323 | Jul 2019 | US |
