This disclosure is protected under United States and International Copyright Laws. © 2019 Thunder Heart Performance Corp. All rights reserved. A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of either the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyrights whatsoever.
This invention relates generally to suspension systems and, more specifically, to suspension systems for motorcycles.
The design consideration of any vehicle's suspension system is very important in relationship to the vehicle's overall handling and stability. Moreover, the design of the suspension system on a lightweight vehicle such as a motorcycle is even more critical considering the relative weight of the vehicle compared to the weight of the rider(s) and luggage. For example, a typical “touring model” motorcycle weighs approximately 650-900 lbs. whereas the average rider weight, plus potential passenger and luggage could attain a total vehicle weight of approximately ˜1500 lbs.
Therefore, considering this relatively large range of sprung weight on the motorcycle's rear wheel (encompassing approximately ˜60% of total weight distribution), there is often a design compromise realized in the prior approaches between ride comfort due to suspension travel, suspension dampening including compression, rebound characteristics and static vehicle height (stance).
Prior art suspension systems fail to meet all of the challenges posed by large changes in sprung weight. The most common suspension system is a coil-spring over shock absorber design (commonly called a “coil-over”) which is an oil filled shock with a fixed nitrogen gas charge that utilizes an external spring to assist with damping. A coil-over shock can be designed as “non-adjustable” in which the spring preload is fixed, or as “adjustable” in which the spring preload can be manually modified via a moveable spring perch. Some models use a preload adjustment knob for accomplishing this movement and/or the shock dampening may be adjustable. This is a commonly used design on original equipment (“O. E.”) Harley Davidson Touring Models, as well as many other types of motorcycles, touring or otherwise.
Suspension systems utilizing traditional coil-over shock absorbers are the most commonly used design for motorcycles; however, they require manual adjustment of spring pre-load (if an option) in order accommodate various vehicle rider configurations and load conditions (though this adjustment is not very precise). In order to achieve a desired vehicle height, the coil-over shock absorber set will often be replaced with another shorter set which will have less shock travel, and therefore less overall dampening, and can result in a diminished ride comfort.
Another prior art suspension system is an air-adjustable shock absorber design. The air-adjustable shock absorber is an oil-filled shock with an air charge that can be adjusted to allow for manual suspension “tuning” by use of a manual air pump based on vehicle load. This was a design on O. E. Harley Davidson Touring Models. Suspension systems utilizing air-adjustable shock absorbers face similar disadvantages (i.e. manual adjustment), found in the coil-over design.
Yet another type of suspension system is an air-spring (air bladder) shock absorber design, which is an oil-filled shock with a fixed nitrogen gas charge that utilizes an external air bag to assist with damping. To achieve a desired “spring rate” (i.e. air pressure) the air bag can be inflated or deflated by means of a vehicle mounted air compressor and a pneumatic distribution system (i.e. hoses, fittings, manifold blocks) which are manually operated by electric switches. This system is utilized primarily as an aftermarket suspension upgrade.
Suspension systems utilizing “air-spring” shock absorbers as noted are typically utilized in aftermarket motorcycle applications. The reason these systems are not commonly seen in O. E. applications is likely poor reliability—if the air bladder should rupture, the compressor may fail, and/or the system may develop an air leak (fittings, hoses, etc.). The suspension system has little or no dampening, and therefore a ruptured air bladder can result in a vehicle which cannot be safely driven and/or a possible stranded rider. These systems do allow vehicle height adjustments via electronic switches controlling solenoids for pneumatically porting the air-bladder; however, this is still a manual adjustment without system feedback.
Air springs also may require excessive spring rate with insufficient bump and rebound characteristics, such that hard bumps (uneven road surface) can cause the rear wheel to become airborne. In extreme cases, this can lead to loss of control of the vehicle. An additional focus of the present invention is on increasing safety, and preventing these types of unsafe situations.
Additionally, there are other air-spring (air bladder) suspension systems commonly seen in aftermarket automotive applications (4+ wheel vehicles). These systems utilize multiple air-spring shock absorbers, a central engine control module (“ECM”), manifold systems with solenoids, remote vehicle ride height sensors (typically on all wheels or corners of the vehicle), a compressor with an air tank reservoir, and associated wiring and pneumatic plumbing. This system utilizes a user interface control (i.e. remote control) which can adjust vehicle height settings on all wheels independently and monitor system pressure. This system however faces similar reliability concerns as the motorcycle system. These systems do not make adjustments for vehicle speed, throttle position, and/or braking conditions. Further, due to the physical size, use of remote vehicle ride height sensors, and utilization of an auxiliary air tank reservoir, this automotive system cannot be easily adapted to a motorcycle application.
This invention was developed to address the long-standing issues with motorcycle suspension systems, including those mentioned above, especially for “touring models,” due to the significant load variance (i.e. additional riders and/or luggage—which also shifts vehicle center of gravity considerably) and associated design tradeoffs which result in a compromised quality of ride, vehicle stability and safety.
O. E. suspension systems on most motorcycle models are considerably lacking in ride comfort and in the ability to be easily adjusted and properly “tuned” to better suit the use case. This is especially true where the use case may change day to day, ride to ride, or even during a ride.
The current process for adjustment is unnecessarily time consuming since the motorcycle has to be partially disassembled, for example, saddlebags removed for access, and requires manual adjustment of the shock absorbers and spring pre-load. This procedure is not precise since all weights (loads) should be known in order to properly make adjustments. This would require knowing the weight of the passenger(s), and their luggage, for example. Further, many consumers lack the knowledge or are not interested in attempting to adjust their own suspension components.
Embodiments of the present invention provide a motorcycle suspension system which can quickly, easily, and more accurately adjust suspension characteristics automatically in order to help all riders i.e. men, women, children etc., with all build statures i.e. weight, height, etc., and riding styles i.e. additional passenger and/or luggage, feel comfortable when they ride.
An embodiment of the invention consists of a combination of controlled devices (i.e. system) for achieving desired vehicle ride height and suspension characteristics.
An embodiment of the present invention comprises a suspension system that provides a compact, electronically controlled air-assisted suspension system for motorcycle applications.
According to various embodiments, the suspension system may combine a coil over style shock absorber and an air spring cylinder. The air spring cylinder may be controlled by an onboard electronic suspension control module (ESCM). The ESCM is preferably compact, and includes at least one processor, and a number of sensors, including, for example, pressure, accelerometers, ride height sensors, and the like. In a preferred embodiment, the ride height sensor is built into the ESCM, and a ride height arm, or tie rod, extends therefrom to the air spring cylinder such that extension or retraction of the air spring is transferred, via the ride height arm, to the ESCM, where the movement is sensed by the ride height position sensor. The ESCM also, preferably, houses an air management system, also coupled to the processor, and including an air manifold in pneumatic communication with the air spring, and a pneumatic compressor or pump. Processor control of the air manifold allows fine tuning and adjustment of the air spring, via the air manifold and pneumatic connections to the air spring.
In accordance with some examples of the invention, the suspension system can actively monitor, using onboard sensors, and intelligently adjust for vehicle conditions and various rider configurations (i.e. weight, height, additional riders, luggage, road conditions, weather, sportiness, rider preferences, etc.).
In accordance with some examples of the invention, the suspension system includes integrated sensor feedback. According to this exemplary embodiment, the system may pneumatically adjust vehicle ride height, for example via an air spring cylinder, in order to attain optimal suspension travel levels. Optimal suspension travel levels may be based on, for example, dynamic vehicle conditions including vehicle speed, engine speed, throttle position, lean angle, braking, road conditions, weather, temperature, shock pressure, etc. By way of example, the target ride height may be X. A rider gets on his or her motorcycle with a passenger and two full saddle bags. As a result, the vehicle is weighed down such that the ride height is now less than X, in other words, the vehicle is closer to the ground than would be optimal. Sensing this, the processor can instruct the system to raise the vehicle, via the air spring, by increasing the air spring pressure. Continuing this example, if the driver dropped the passenger off at his or her destination, now the vehicle would be at a hide height of more than X, or higher than optimal. Sensing this, the system can exhaust pressure from the air spring, lowering the vehicle to its optimal ride height.
In accordance with some examples of the invention, key suspension system characteristics including spring rate, and dampening (i.e. compression/rebound) may be adjustable, for example via a “coil-over” shock absorber, which provides a complete suspension system designed to achieve improved rider comfort, vehicle stability, and overall vehicle performance.
In accordance with some examples of the invention, the system may form an integrated system, including a ride height sensor system, as well as other sensors, which when combined, reference sensor values to adjust suspension settings dynamically.
For example, according to the previous example, vehicle speed may be referenced by the suspension system via the on-board engine control unit (“ECU”) and controller area network (“CAN”) bus connection to the suspension system. When the motorcycle comes to a stop, the suspension system may automatically lower the motorcycle to assist the rider in making contact with the ground.
In accordance with various examples of the invention, ride height is determined by an integrated ride height sensor. This integrated sensor provides for better packaging, increased reliability, and direct referencing of the vehicle's ride height.
These and other examples of the invention will be described in further detail below.
Preferred and alternative examples of the present invention are described in detail below with reference to the following drawings. Additional copies of the drawings or figures are supplied herewith:
Referring now to the drawings, wherein like reference numbers are used herein to designate like or similar elements throughout the various views, illustrative embodiments of the present invention are show and described. The figures are not necessarily drawn to scale, and in some instances the drawings have been exaggerated and/or simplified in places for illustrative purposes only. One of ordinary skill in the art will appreciate the many possible applications and variations of the present invention based on the following illustrative embodiments of the present invention.
Referring to
Referring to
The ESCM 130 may be mounted to the rear frame/fender strut of a motorcycle. According to the depicted embodiment, the ESCM 130 is strategically located above the rear tire proximate to the rider's seat for improved dynamic monitoring. It should be understood that the mounting location of the ESCM 130 will differ depending on the particular model and type of vehicle it is being attached to. However, general proximity to the suspension components, for example allowing the integration of a ride height sensor and sensor arm connected to a reference point on the suspension, may be preferred. The reference point is preferably a point on the suspension that moves with the sprung mass. The system depicted in
In some embodiments, the shock absorber in coil-over 220 or air spring 210 may be adjustable, either manually or electronically. This combination provides an improved comfort of ride while also providing improved reliability over typical suspension systems utilizing air spring shock absorbers and air spring cylinders. For example, improved reliability may be achieved through a designed “limp mode.” According to this example, the coil-over shock absorber 210 design specification may be able to handle moderate vehicle loads should any pneumatic system and/or electronic components fail (i.e. compressor, fittings and hoses, solenoids, seals, wiring, etc.).
According to various embodiments, including as depicted, a ride height sensor may be integrated into an ESCM 230. This may also include an arm 236 attached to suspension components 203 in order to deliver feedback to the ESCM 230 regarding suspension characteristics and positions. In alternative embodiments, different methods of hide-height sensing may be used, for example, optical sensors may exist in the ESCM 230 or elsewhere.
As depicted, the system may also include an air compressor 211. The ESCM 230 can control delivery of compressed air, as well as exhausting of air, to and from the air spring cylinder 210 as necessary. The air compressor 211 may deliver air to the ESCM 230 on demand, where a manifold may be electronically controlled in order to facilitate the necessary transfer of the compressed air to components of the suspension system based on various inputs to the ESCM 230. Various hoses or tubing of sufficient capacity and strength may be used to facilitate the movement of air throughout the system. In alternative embodiments, the air compressor 211 may be joined by an air tank, not shown, which may be disposed between the compressor 211 and the ESCM 230, for example. In such an embodiment, the air tank may maintain an elevated pressure, such that the air spring cylinder 210 may be filled by the air tank. The depicted arrangement is not to be limiting. The location of the components may change, for example, the air compressor may be mounded horizontally near the base of the air spring, or in any other configuration. In other embodiments two shocks of the same type may be used, or, alternatively, may be combined into a single shock, where a uni-shock setup is required. In further examples, more than two shocks may be used, for example, a smaller helper shock could be mounted to the swing arm or elsewhere.
The components of the system as described according to various embodiments of the present invention are in communication with each other, and powered through use of a wiring harness. The various components may all be connected to one, or multiple sub-harnesses depending on the needs of the system. For example, in various embodiments, the harness may allow integration of the headlights, such that, as the vehicle ride-height changes, so does the angle of the headlight. This could be accomplished through appropriate integration of the headlight systems into the wiring harness. Of course, other arrangements, configurations, and component types than those shown in
The PCB 440 may also include means for storing information 442, such as flash memory or any other short or long term memory module known in the art. In various embodiments, the storage means 442 may allow for setups, or “tunes” to be saved and recalled. For example, a customer may prefer a specific pre-set of suspension characteristics, i.e. ride height, shock absorber valving, and spring-rate, this setup may be stored on sub-components 442 of the PCB 440 for retrieval.
The PCB 440 may also include processing power, for example, a microprocessor 447. The processing power may be used for various functionalities. For example, a processor may execute code which compares various sensor inputs with target values, and responds by outputting information to facilitate adjusting suspension characteristics based on the values. PCB 440 can accept input via port 444, process that request via processor 447 and if necessary, with reference to information stored in memory module 442, or any sensor values from onboard sensors 441A-C (understanding that more than 3 sensors are possible, including 441N sensors), 445, 446, 448, and output an instruction to any connect component, such as a solenoid, or the air compressor.
The PCB 440 is not limited to the depicted arrangement. Additional sub-components may be included on the board, for example: microcontrollers, GPUs, and other sensors, and components are possible. Additional sensors 441A-C(N), or components providing increased and additional functionalities may be added. For example, a temperature sensor, GPS, or optical sensor, may be included.
The PCB 440 may also accept various additional inputs from remote mounted sensors via port 444, which it may communicate with through various interconnects. In additional examples, the PCB 440 may include a wireless transceiver to facilitate wireless communication with various components. Alternatively, or in addition, a Bluetooth® transceiver may be added. Wireless capabilities may be used, for example, to communicate with the system components, or with User devices, a Smart Phone, for example, or other diagnostic equipment.
Ride height arm 536 is also shown. Ride height arm 536 preferably connects, via a rod or any other type of linkage, to the suspension of the motorcycle. The connection can be accomplished in any number of ways, for example, a hole at the end of ride height arm 536 may be used to locate and removably attach the linkage. Connected in this way, suspension movement is transmitted to ride height arm 536, the movement of which is sensed, for example, referring back to
The ESCM, as depicted, includes an interconnect port. This port allows for the ESCM module, and its subcomponents, to bi-directionally communicate with other parts of the suspension system, and the vehicle. The connections from the interconnect port are shown as connecting to the PCB. For example, according to various embodiments of the present invention, the interconnect port may allow for a CAN bus cable to be connected. The interconnect may also provide power, or there may be a second or other power connection. While
In embodiments using CAN bus, a CAN bus cable may allow for the transfer of data throughout the vehicle. Where CAN bus is used, the ESCM 530 may bi-directionally communicate with the vehicle's existing CAN bus system. For example, the ESCM 530, via the CAN bus, may be able to reference vehicle data. This allows for the suspension system to monitor dynamic vehicle conditions (i.e. vehicle speed, engine speed, throttle position, braking) and can make adjustments based on vehicle feedback such as lowering suspension of the vehicle when stopped (safe level of seat height is important for shorter riders) and adjusting the suspension's characteristics at various vehicle cruising speeds. The functionalities are not limited to those discussed here. The system may be capable of producing nearly limitless results in response to a myriad of sensed conditions. These responses may be user programmable, and or dynamic.
Additional embodiments may communicate using a different protocol, or through individual electrical connections and traditional electrical signals and senders.
In many embodiments, control is facilitated by poppets 575A, solenoids 577, and or an air manifold 576. Further, embodiments of the present invention may utilizes an integrated air manifold system with sub-miniature solenoids mounted to the manifold and connect to pressure transducer IC's on the PCB (see
According to various embodiments of the present invention, information may be transmitted to the PCB 540, including to any of the components thereon (see
One possible benefit of the depicted embodiment is mounting the ride height sensor arrangement (536, 572, 574 and 578) at the ESCM 530 saves valuable space. According to various embodiments, the ride height arm 536 may be connected to a mechanical linkage (rod) attached to the motorcycle's swing arm.
In various examples, the ride height 536 arm may be coupled to a reference point on the suspension system by a rod. The reference point may be a point of a vehicle swing arm, or a point on a dampening device (air spring cylinder or shock absorber). The suspension reference point should change position responsively to suspension movement, thereby allowing the rod to transfer that movement to the ride height arm 536, moving the arm which is sensed by the ride height sensor.
Where the ESCM 530 is mounted to the motorcycle frame, such as in
In various alternative embodiments, the ride height arm may be connected to other portions of the motorcycle. Or, in some embodiments, the ride height arm may be replaced or assisted by an additional sensor, such as an optical ride height sensor, or pressure sensor. For example, the optical sensor could determine the distance between its position, and a point on the swing arm.
The design according to embodiments of the present invention carries additional benefits. The integration of the ride height sensor and ESCM 530 provides a more robust sensor package based on the design of the ESCM 530 housing, sensor arm 536, and sensor axle 573 along with bearing supports 572. Improved overall sensor reliability can also be foreseen by the elimination of wiring and mechanical linkages/mounting supports for a remotely mounted sensor.
Referring back to
In various embodiments of the present invention, the ESCM include an integrated accelerometer sensor. The physical location of the accelerometer in the ESCM provides relevant dynamic vehicle data. The integration of this sensor IC on the PCB as part of the ESCM package (mounted above the rear axle as part of the vehicle's sprung weight) allows for more accurate representation of data which can further be utilized for improved suspension adjustments. The multi-axis accelerometer sensor can also help establish vehicle angle and orientation to provide the system with dynamic vehicle feedback for the control strategy of the active suspension system. For example, according to the described embodiment, it would be possible to prevent the system from making suspension adjustments while the vehicle is turning or in a “cornering” orientation.
Referring back to
According to various embodiments, the user interface control 660 allows the rider to select, via a touch screen, for example, preferred ride height levels (equating to suspension travel) for various riding modes including city, highway, and stopped positions. The user interface control may be powered and may communicate with the ESCM through an auxiliary interconnect of the vehicle's CAN bus located under the front fairing of the motorcycle (
In other embodiments, the User may use an existing device, such as a smartphone as the user interface control 660. For example, the smartphone may communicate with the suspension system wirelessly, or alternatively, through an appropriate dongle.
Where the system saves User specific settings, the user may select his or her profile on the interface 660. Or, in alternative embodiments, the user may have a unique identifier on his or her person, a key, or RFID, for example, which may independently signal to the system to load that User's pre-sets.
The system described above is designed to operate in an integrated fashion. For example, a user may select a ride type from the display, the selection is transmitted to the ESCM via the wiring harness. The ESCM responds to the selection by adjusting various parameters, for example, increasing or decreasing ride height and or air pressure in the suspension systems by controlling the air manifold and air compressor.
While the vehicle is in motion, the system may monitor the status of the various components, and respond according to programming. For example, as speed increases, the ride height and spring rate may be adjusted. Suspension settings may change dynamically without input from the user.
Additionally, some models of motorcycles, which are one object of the present invention, are typically very heavy (sprung weight) and if the suspension is not properly adjusted, a single rider's weight often cannot compress the shock absorbers in order to maintain a proper seat level (position relative to rider's height) when stopped. Embodiments of the suspension system according to the present invention provide a solution. For example, the proposed system may detect when the vehicle comes to a stop, via a vehicle speed sensor, for example, an existing sensor which the ESCM communicates with over CAN bus, and may lower the rider's seat level on the motorcycle when stopped, by exhausting air as necessary. This allows riders to “flat-foot” the motorcycle, which is very important for rider safety and overall vehicle stability. Lowering, according to this example, may be achieved by referencing only vehicle speed, or, alternatively, by integrating additional functionality or additional sensors. For example, the User may pull the clutch lever in, or press a button, or perform any other type of additional input so as to prevent the system from lowering the vehicle when it is not desired. Alternatively, the user may select the option to lower, or raise, the vehicle on the user interface.
A method of adjusting the ride height, according to an embodiment of the present invention, may include, for example: (1) referencing an input value, where the input value is speed, (2) referencing an input value, where the input value is ride height, (3) comparing the input values to stored target values, (4) as necessary, adjusting the ride height up or down by activating the air manifold so as to allow exhausting of air, or, alternatively, sending a signal to the air compressor, and a corresponding signal to the air manifold, to send air to the air spring cylinder.
According to a different example, a user may arrive at a destination to pick up a second user. The addition of the second user adds significant weight to the vehicle. When the second user mounts the vehicle, the ride height sensor senses the drop in ride height corresponding to the addition of the second user. This drop in ride height is sent to the ESCM, which triggers the air compressor, and activates the corresponding pathway in the air manifold in order to adjust ride height to an acceptable level.
According to yet another example, a user may be riding along a smooth road before transitioning to a bumpier surface. The suspension system may be able to detect the increased suspension movement, via rapid movement of the ride-height sensor arm and accelerometer data, and adjust dampening accordingly in order to better accommodate the bumpy surface. For example, the system may reduce spring rate and compression dampening in order to provide a more comfortable ride, and in order to ensure that the rear wheel maintains contact with the road surface. The system may also integrate, for example over CAN bus, with the vehicle traction control system, allowing it to respond quickly to traction loss.
An additional embodiment of the invention may utilize two air spring type shock absorbers instead of the proposed combination of coil over shock absorber and air spring cylinder. As previously noted, this embodiment would eliminate the “limp mode” if any pneumatic or electronic components should fail (the suspension would drop). However, this alternative embodiment could maintain the adjustability and characteristics of the ESCM as described above. Further embodiments may use a combination pneumatic and coil over shock.
An additional embodiment of the invention would allow for the ESCM to also control the front suspension characteristics by means of adjusting the air pressure in the front fork. In such an embodiment, ESCM control would allow for effectively changing the spring preload and vehicle height at both ends of the vehicle. According to this embodiment, for example, the PCB (440,
While an embodiment of the invention has been illustrated and described, as noted above, many changes can be made without departing from the spirit and scope of the invention. For example, the present invention has been described with respect to motorcycles, but should not be so limited. The teachings of this invention are also applicable to other types of vehicles where space is at a premium, such as scooters, bicycles, trikes, ATVs, UTVs, and wheel chairs. Accordingly, the scope of the invention is not limited by the disclosure of any embodiment.
This application is a nonprovisional of U.S. Provisional Application No. 62/638,880 filed on Mar. 5, 2018; which application is hereby incorporated by reference in its entirety as if fully set forth herein.
Number | Date | Country | |
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62638880 | Mar 2018 | US |