Note: Descriptions are shown in the official language in which they were submitted.
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VEHICLE HAVING SUSPENSION WITH
CONTINUOUS DAMPING CONTROL
[0001] The present disclosure relates to improved suspension for a
vehicle having
continuous "on-the-go" damping control for shock absorbers.
[0002] Currently some off-road vehicles include adjustable shock
absorbers. These
adjustments include spring preload, high and low speed compression damping
and/or rebound
damping. In order to make these adjustments, the vehicle is stopped and the
operator makes an
adjustment at each shock absorber location on the vehicle. A tool is often
required for the
adjustment. Some on-road automobiles also include adjustable electric shocks
along with
sensors for active ride control systems. However, these systems are normally
controlled by a
computer and are focused on vehicle stability instead of ride comfort. The
system of the present
disclosure allows an operator to make real time "on-the-go" adjustments to the
shocks to obtain
the most comfortable ride for given terrain and payload scenarios.
[0003] Vehicles often have springs (coil, leaf, or air) at each wheel,
track, or ski to
support a majority of the load. The vehicle of the present disclosure also has
electronic shocks
controlling the dynamic movement of each wheel, ski, or track. The electronic
shocks have a
valve that controls the damping force of each shock. This valve may control
compression
damping only, rebound damping only, or a combination of compression and
rebound damping.
The valve is connected to a controller having a user interface that is within
the driver's reach for
adjustment while operating the vehicle. In one embodiment, the controller
increases or decreases
the damping of the shock absorbers based on user inputs received from an
operator. In another
embodiment, the controller has several preset damping modes for selection by
the operator. The
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controller is also coupled to sensors on the suspension and chassis to provide
an actively
controlled damping system.
[0004] In an illustrated embodiment of the present disclosure, a
damping control method
is provided for a vehicle having a suspension located between a plurality of
wheels and a vehicle
frame, a controller, a plurality of vehicle condition sensors, and a user
interface, the suspension
including a plurality of adjustable shock absorbers including a front right
shock absorber, a front
left shock absorber, a rear right shock absorber, and a rear left shock
absorber. The damping
control method includes receiving with the controller a user input from the
user interface to
provide a user selected mode of damping operation for the plurality of
adjustable shock
absorbers during operation of the vehicle; receiving with the controller a
plurality of inputs from
the plurality of vehicle condition sensors including a brake sensor, a
throttle sensor, and a vehicle
speed sensor; determining with the controller whether vehicle brakes are
actuated based on an
input from the brake sensor; determining with the controller a throttle
position based on an input
from the throttle sensor; and determining with the controller a speed of the
vehicle based on an
input from the vehicle speed sensor. The illustrative damping control method
also includes
operating the damping control in a brake condition if the brakes are actuated,
wherein in the
brake condition the controller adjusts damping characteristics of the
plurality of adjustable shock
absorbers based on condition modifiers including the user selected mode and
the vehicle speed;
operating the damping control in a ride condition if the brakes are not
actuated and a throttle
position is less than a threshold Y, wherein in the ride condition the
controller adjusts damping
characteristics of the plurality of adjustable shock absorbers based on
condition modifiers
including the user selected mode and the vehicle speed; operating the damping
control in the ride
condition if the brakes are not actuated, the throttle position in greater
than the threshold Y, and
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the vehicle speed is greater than a threshold value Z; and operating the
damping control in a
squat condition if the brakes are not actuated, the throttle position in
greater than the threshold Y,
and the vehicle speed is less than the threshold value Z, wherein in the squat
condition the
controller adjusts damping characteristics of the plurality of adjustable
shock absorbers based on
condition modifiers including the user selected mode, the vehicle speed, and a
throttle
percentage.
[0005] Additional features of the present disclosure will become
apparent to those skilled
in the art upon consideration of the following detailed description of
illustrative embodiments
exemplifying the best mode of carrying out the invention as presently
perceived.
[0006] The foregoing aspects and many additional features of the present
system and
method will become more readily appreciated and become better understood by
reference to the
following detailed description when taken in conjunction with the accompanying
drawings.
[0007] Fig. 1 is a block diagram illustrating components of a vehicle
of the present
disclosure having a suspension with a plurality of continuous damping control
shock absorbers
and a plurality of sensors integrated with the continuous damping controller;
[0008] Fig. 2 illustrates an exemplary user interface for controlling
damping at a front
axle and a rear axle of the vehicle;
[0009] Fig. 3 illustrates another exemplary embodiment of a user
interface for continuous
damping control of shock absorbers of the vehicle;
[0010] Fig. 4 illustrates yet another user interface for setting various
modes of operation
of the continuous damping control depending upon the terrain being traversed
by the vehicle;
[0011] Fig. 5 illustrates an adjustable damping shock absorber
coupled to a vehicle
suspension;
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[0012] Fig. 6 is a flow chart illustrating vehicle platform logic for
controlling various
vehicle parameters in a plurality of different user selectable modes of
operation;
[0013] Fig. 7 is a block diagram illustrating a plurality of
different condition modifiers
used as inputs in different control modes to modify damping characteristics of
electronically
adjustable shock absorbers or dampers in accordance with the present
disclosure;
[0014] Fig. 8 is a flow chart illustrating a damping control method
for controlling the
vehicle operating under a plurality of vehicle conditions based upon a
plurality of sensor inputs
in accordance with one embodiment of the present invention;
[0015] Fig. 9 is a flow chart illustrating another embodiment of a
damping control
method of the present disclosure;
[0016] Fig. 10 is a flow chart illustrating yet another damping
control method of the
present disclosure;
[0017] Fig. 11 is a sectional view of a stabilizer bar of the present
disclosure which is
selectively decoupled under certain vehicle conditions;
[0018] Fig. 12 illustrates the stabilizer bar of Fig. 11 with an actuator
in a locked position
to prevent movement of a piston of the stabilizer bar;
[0019] Fig. 13 is a sectional view similar to Fig. 12 illustrating an
actuator in an unlocked
position disengaged from the piston of the stabilizer bar to permit movement
of the piston
relative to a cylinder; and
[0020] Fig. 14 illustrates an x-axis, a y-axis, and a z-axis for a vehicle
such as an ATV.
[0021] Corresponding reference characters indicate corresponding
parts throughout the
several views. Although the drawings represent embodiments of various features
and
components according to the present disclosure, the drawings are not
necessarily to scale and
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certain features may be exaggerated in order to better illustrate and explain
the present
disclosure.
[0022] For the purposes of promoting an understanding of the
principles of the present
disclosure, reference will now be made to the embodiments illustrated in the
drawings, which are
described below. The embodiments disclosed below are not intended to be
exhaustive or limit
the invention to the precise form disclosed in the following detailed
description. Rather, the
embodiments are chosen and described so that others skilled in the art may
utilize their
teachings. It is understood that no limitation of the scope of the invention
is thereby intended.
The invention includes any alterations and further modifications in the
illustrated devices and
described methods and further applications of the principles of the invention
which would
normally occur to one skilled in the art to which the invention relates.
[0023] Referring now to Fig. 1, the present disclosure relates to a
vehicle 10 having a
suspension located between a plurality of ground engaging members 12 and a
vehicle frame 14.
The ground engaging members 12 include wheels, skis, guide tracks, treads or
the like. The
suspension typically includes springs 16 and shock absorbers 18 coupled
between the ground
engaging members 12 and the frame 14. The springs 16 may include, for example,
coil springs,
leaf springs, air springs or other gas springs. The air or gas springs 16 may
be adjustable. See,
for example, U.S. Patent No. 7,950,486 incorporated herein by reference. The
springs 16 are
often coupled between the vehicle frame 14 and the ground engaging members 12
through an
A-arm linkage 70 (See Fig. 5) or other type linkage. Adjustable shock
absorbers 18 are also
coupled between the ground engaging members 12 and the vehicle frame 14. An
illustrating
embodiment, a spring 16 and shock 18 are located adjacent each of the ground
engaging
members 12. In an ATV, for example, four springs 16 and adjustable shocks 18
are provided
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adjacent each wheel 12. Some manufacturers offer adjustable springs 16 in the
form of either air
springs or hydraulic preload rings. These adjustable springs 16 allow the
operator to adjust the
ride height on the go. However, a majority of ride comfort comes from the
damping provided by
shock absorbers 18.
[0024] In an illustrated embodiment, the adjustable shocks 18 are
electrically controlled
shocks for adjusting damping characteristics of the shocks 18. A controller 20
provides signals
to adjust damping of the shocks 18 in a continuous or dynamic manner. The
adjustable shocks
18 may be adjusted to provide differing compression damping, rebound damping
or both.
[0025] In an illustrated embodiment of the present disclosure, a user
interface 22 is
provided in a location easily accessible to the driver operating the vehicle.
Preferably, the user
interface 22 is either a separate user interface mounted adjacent the driver's
seat on the
dashboard or integrated onto a display within the vehicle. User interface 22
includes user inputs
to allow the driver or a passenger to manually adjust shock absorber 18
damping during
operation of the vehicle based on road conditions that are encountered. In
another illustrated
embodiment, the user inputs are on a steering wheel, handle bar, or other
steering control of the
vehicle to facilitate actuation of the damping adjustment. A display 24 is
also provided on or
next to the user interface 22 or integrated into a dashboard display of the
vehicle to display
information related to the shock absorber damping settings.
[0026] In an illustrated embodiment, the adjustable shock absorbers
18 are model number
CDC (continuous damping control) electronically controlled shock absorbers
available from ZF
Sachs Automotive. See Causemann, Peter; Automotive Shock Absorbers: Features,
Designs,
Applications, ISBN 3-478-93230-0, Verl. Moderne Industrie, Second Edition,
2001, pages 53-
63, incorporated by reference herein for a description of the basic operation
of the shock
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absorbers 18 in the illustrated embodiment. It is understood that this
description is not limiting
and there are other suitable types of shock absorbers available from other
manufacturers.
[0027] The controller 20 receives user inputs from the user interface
22 and adjusts the
damping characteristics of the adjustable shocks 18 accordingly. As discussed
below, the user
can independently adjust front and rear shock absorbers 18 to adjust the ride
characteristics of
the vehicle. In certain other embodiments, each of the shocks 18 is
independently adjustable so
that the damping characteristics of the shocks 18 are changed from one side of
the vehicle to
another. Side-to-Side adjustment is desirable during sharp turns or other
maneuvers in which
different damping characteristics for shock absorbers 18 on opposite sides of
the vehicle
improves the ride. The damping response of the shock absorbers 18 can be
changed in a matter
of microseconds to provide nearly instantaneous changes in damping for
potholes, dips in the
road, or other driving conditions.
[0028] A plurality of sensors are also coupled to the controller 20.
For example, the
global change accelerometer 25 is coupled adjacent each ground engaging member
12. The
accelerometer provides an output signal coupled to controller 20. The
accelerometers 25 provide
an output signal indicating movement of the ground engaging members and the
suspension
components 16 and 18 as the vehicle traverses different terrain.
[0029] Additional sensors may include a vehicle speed sensor 26, a
steering sensor 28
and a chassis accelerometer 30 all having output signals coupled to the
controller 20.
Accelerometer 30 is illustratably a three-axis accelerometer located on the
chassis to provide an
indicating of forces on the vehicle during operation. Additional sensors
include a brake sensor
32, a throttle position sensor 34, a wheel speed sensor 36, and a gear
selection sensor 38. Each
of these sensors has an output signal coupled to the controller 20.
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[0030] In an illustrated embodiment of the present disclosure, the
user interface 22
shown in Fig. 2 includes manual user inputs 40 and 42 for adjusting damping of
the front and
rear axle shock absorbers 18. User interface 22 also includes first and second
displays 44 and 46
for displaying the damping level settings of the front shock absorbers and
rear shock absorbers,
respectively. In operation, the driver or passenger of the vehicle can adjust
user inputs 40 and 42
to provide more or less damping to the shock absorbers 18 adjacent the front
axle and rear axle
of the vehicle. In the illustrated embodiment, user inputs 40 and 42 are
rotatable knobs. By
rotating knob 40 in a counter clockwise direction, the operator reduces
damping of the shock
absorbers 18 adjacent the front axle of the vehicle. This provides a softer
ride for the front axle.
By rotating the knob 40 in a clockwise direction, the operator provides more
damping on the
shock absorbers 18 adjacent the front axle to provide a stiffer ride. The
damping level for front
axle is displayed in display 44. The damping level may be indicated by any
desired numeric
range, such as for example, between 0-10, with 10 being the most stiff and 0
the most soft.
[0031] The operator rotates knob 42 in a counter clockwise direction
to reduce damping
of the shock absorbers 18 adjacent the rear axle. The operator rotates the
knob 42 in a clockwise
direction to provide more damping to the shock absorbers 18 adjacent the rear
axle of the
vehicle. The damping level setting of the rear shock absorbers 18 is displayed
in display window
46.
[0032] Another embodiment of the user interface 22 is illustrated in
Fig. 3. In this
embodiment, push buttons 50 and 52 are provided for adjusting the damping
level of shock
absorbers 18 located adjacent the front axle and push buttons 54 and 56 are
provided for
adjusting the damping of shock absorbers 18 located adjacent rear axle. By
pressing button 50,
the operator increases the damping of shock absorbers 18 located adjacent the
front axle and
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pressing button 52 reducing the damping of shock absorbers 18 located adjacent
front axle. The
damping level of shock absorbers 18 adjacent front axle is displayed within
display window 57.
As discussed above, the input control switches can be located any desired
location on the
vehicle. For example, in other illustrated embodiments, the user inputs are on
a steering wheel,
handle bar, or other steering control of the vehicle to facilitate actuation
of the damping
adjustment.
[0033] Similarly, the operator presses button 54 to increase damping
of the shock
absorbers located adjacent the rear axle. The operator presses button 56 to
decrease damping of
the shock absorbers located adjacent the rear axle. Display window 58 provides
a visual
indication of the damping level of shock absorbers 18 adjacent the rear axle.
In other
embodiments, different user inputs such as touch screen controls, slide
controls, or other inputs
may be used to adjust the damping level of shock absorbers 18 adjacent the
front and rear axles.
In other embodiments, different user inputs such as touch screen controls,
slide controls, or other
inputs may be used to adjust the damping level of shock absorbers 18 adjacent
all four wheels at
once.
[0034] Fig. 4 illustrates yet another embodiment of the present
disclosure in which the
user interface 22 includes a rotatable knob 60 having a selection indicator
62. Knob 60 is
rotatable as illustrated by double-headed arrow 64 to align the indicator 62
with a particular
driving condition mode. In the illustrated embodiment, five modes are
disclosed including a
smooth road mode, a rough trail mode, a rock crawl mode, a chatter mode, and a
whoops/jumps
mode. Depending on the driving conditions, the operating rotates the control
knob 60 to select
the particular driving mode. Controller 20 automatically adjusts damping
levels of adjustable
shocks 18 adjacent front and rear axles of the vehicle based on the particular
mode selected.
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[0035] It is understood that various other modes may be provided
including a sport mode,
trail mode, or other desired mode. In addition, different modes may be
provided for operation in
two-wheel drive, four-wheel drive, high and low settings for the vehicle.
Illustrative operation
modes include:
= Smooth Road Mode ¨ Very stiff settings designed to minimize transient
vehicle pitch and
roll through hard acceleration, braking, and cornering.
= Normal Trail Mode ¨ Similar to smooth road mode, but a little bit softer
set-up to allow
for absorption of rocks, roots, and potholes but still have good cornering,
accelerating,
and braking performance.
= Rock Crawl Mode ¨ This would be the softest setting allowing for maximum
wheel
articulation for slower speed operation. In one embodiment, the rock crawl
mode is
linked to vehicle speed sensor 26.
= High Speed Harsh Trail (Chatter) ¨ This setting is between Normal Trail
Mode and Rock
Crawl Mode allowing for high speed control but very plush ride (bottom out
easier).
= Whoops and Jumps Mode ¨ This mode provides stiffer compression in the
dampers but
less rebound to keep the tires on the ground as much as possible.
= These modes are only examples one skilled in the art would understand
there could be
many more modes depending on the desired/intended use of the vehicle.
[0036] In addition to the driving modes, the damping control may be
adjusted based on
outputs from the plurality of sensors coupled with the controller 20. For
instance, the setting of
adjustable shock absorbers 18 may be adjusted based on vehicle speed from
speed sensor 26 or
outputs from the accelerometers 25 and 30. In vehicles moving slowly, the
damping of
adjustable shock absorbers 18 is reduced to provide a softer mode for a better
ride. As vehicle's
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speed increases, the shock absorbers 18 are adjusted to a stiffer damping
setting. The damping
of shock absorbers 18 may also be coupled and controlled by an output from a
steering sensor
28. For instance, if the vehicle makes a sharp turn, damping of shock
absorbers 18 on the
appropriate side of the vehicle may be adjusted instantaneously to improve
ride.
[0037] The continuous damping control of the present disclosure may be
combined with
adjustable springs 16. The springs 16 may be a preload adjustment or a
continuous dynamic
adjustment based on signals from the controller 20.
[0038] An output from brake sensor 32 may also be monitored and used
by controller 20
to adjust the adjustable shocks 18. For instance, during heavy braking,
damping levels of the
adjustable shocks 18 adjacent the front axle may be adjusted to reduce "dive"
of the vehicle. In
an illustrated embodiment, dampers are adjusted to minimize pitch by
determining which
direction the vehicle is traveling, by sensing an input from the gear
selection sensor 38 and then
adjusting the damping when the brakes are applied as detected by the brake
sensor 32. In an
illustrative example, for improved braking feel, the system increases the
compression damping
for shock absorbers 18 in the front of the vehicle and adds rebound damping
for shock absorbers
18 in the rear of the vehicle for a forward traveling vehicle.
[0039] In another embodiment, an output from the throttle position
sensor is used by
controller 20 to adjust the adjustable shock absorbers 18 to adjust or control
vehicle squat which
occurs when the rear of the vehicle drops or squats during acceleration. For
example, controller
20 may stiffen the damping of shock absorbers 18 adjacent rear axle during
rapid acceleration of
the vehicle. Another embodiment includes driver-selectable modes that control
a vehicle's
throttle map and damper settings simultaneously. By linking the throttle map
and the CDC
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damper calibrations together, both the throttle (engine) characteristics and
the suspension settings
simultaneously change when a driver changes operating modes.
[0040] In another embodiment, a position sensor is provided adjacent
the adjustable
shock absorbers 18. The controller 20 uses these position sensors to stiffen
the damping of the
adjustable shocks 18 near the ends of travel of the adjustable shocks. This
provides progressive
damping control for the shock absorbers. In one illustrated embodiment, the
adjustable shock
position sensor is an angle sensor located on an A-arm of the vehicle
suspension. In another
embodiment, the adjustable shocks include built in position sensors to provide
an indication
when the shock is near the ends of its stroke.
[0041] In another illustrated embodiment, based on gear selection detected
by gear
selection sensor 38, the system limits the range of adjustment of the shock
absorbers 18. For
example, the damping adjustment range is larger when the gear selector is in
low range
compared to high range to keep the loads in the accepted range for both the
vehicle and the
operator.
[0042] Fig. 5 illustrates an adjustable shock absorber 18 mounted on an A-
arm linkage 70
having a first end coupled to the vehicle frame 14 and a second end coupled to
a wheel 12. The
adjustable shock absorber 18 includes a first end 72 pivotably coupled to the
A-arm 70 and a
second end (not shown) pivotably coupled to the frame 14. A damping control
activator 74 is
coupled to controller 20 by a wire 76.
DEMONSTRATION MODE
[0043] In an illustrated embodiment of the present disclosure, a
battery 80 is coupled to
controller 20 as shown in Fig. 1. For operation in a demonstration mode in a
showroom, the
controller 20, user interface 22 and display 24 are activated using a key in
an ignition of the
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vehicle or a wireless key to place the vehicle in accessory mode. This permits
adjustment of the
adjustable shock absorbers 18 without starting the vehicle. Therefore, the
operation of the
continuous damping control features of the present disclosure may be
demonstrated to customers
in a show room where it is not permitted to start the vehicle due to the
enclosed space. This
provides an effective tool for demonstrating how quickly the continuous
damping control of the
present disclosure works to adjust damping of front and rear axles of the
vehicle.
[0044] As described herein, the system of the present disclosure
includes four levels or
tiers of operation. In the first tier, the adjustable shock absorbers 18 are
adjusted by manual
input only using the user interface 22 and described herein. In the second
tier of operation, the
system is semi-active and uses user inputs from the user interface 22 combined
with vehicle
sensors discussed above to control the adjustable shock absorbers 18. In the
third tier of
operation, input accelerometers 25 located adjacent the ground engaging
members 12 and a
chassis accelerometer 30 are used along with steering sensor 28 and shock
absorber stroke
position sensors to provide additional inputs for controller 20 to use when
adjusting the
adjustable shock absorbers 18. In the forth tier of operation, the controller
20 cooperates with a
stability control system to adjust the shock absorbers 18 to provide enhanced
stability control for
the vehicle 10.
[0045] In another illustrated embodiment, vehicle loading information
is provided to the
controller 20 and used to adjust the adjustable shock absorbers 18. For
instance, the number of
passengers may be used or the amount of cargo may be input in order to provide
vehicle loading
information. Passenger or cargo sensors may also be provided for automatic
inputs to the
controller 20. In addition, sensors on the vehicle may detect attachments on
the front or rear of
the vehicle that affect handling of the vehicle. Upon sensing heavy
attachments on the front or
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rear of the vehicle, controller 20 adjusts the adjustable shock absorbers 18.
For example, when a
heavy attachment is put on to the front of a vehicle, the compression damping
of the front shocks
may be increased to help support the additional load.
[0046] In other illustrative embodiments of the present disclosure,
methods for actively
controlling damping of electronically adjustable shocks using both user
selectable modes and a
plurality of sensor inputs to actively adjust damping levels are disclosed. A
central controller is
used to read inputs from the plurality of vehicle sensors continuously and
send output signals to
control damping characteristics of the electronically adjustable shocks.
Illustrative embodiments
control damping of the plurality of electronically adjustable shocks based on
one or more of the
following control strategies:
= Vehicle speed based damping table
= Roll control: Vehicle steering angle and rate of steer damping table
= Jump control: Detect air time and adjust damping accordingly
= Pitch control: Brake, dive, and squat
= Use of a lookup table or a multi-variable equation based on sensor inputs
= Acceleration sensing: Select damping based on frequency of chassis
acceleration
= Load sensing: Increase damping based on vehicle/box load
= Oversteer / understeer detection
= Factory defaults, key-on mode selection
= Fail safe defaults to full firm
= Time delay that turns solenoid off after a set period of time to conserve
power
at idle
[0047] In illustrative embodiments of the present disclosure, a user
selectable mode
provides damping control for the electronic shocks. In addition to the methods
discussed above,
the present disclosure includes modes selectable by the user through a knob,
touch screen, push
button or other user input. Illustrative user selectable modes and
corresponding sensors and
controls include:
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In addition to damping control, the following bullet point items can also be
adjusted in each mode:
1. Factory Default Mode
2. Soft / Comfort Mode
= Vehicle speed
= Turning
= Air born¨jumps
= eCVT: Maintain low RPM > quiet
= higher assist EPS calibration
3. Auto/Sport Mode
= Pitch control
= Tied to brake switch
= Throttle (CAN) position
= Roll control
= Lateral acceleration
= Steering position (EPS sensor)
= Vehicle speed
= "Auto" means use damping table or algorithm, which
incorporates all these inputs
4. Firm / Race Mode
= eCTV: Higher engagement
= Aggressive throttle pedal map
= Firm (lower assist at speed) EPS calibration
= Full firm damping
5. Rock Crawling Mode
= Increase ride height ¨ spring preload
= Rebound increase to deal with extra preload
= Soft stabilizer bar
= Speed limit
6. Desert / Dunes Mode
= Soft stabilizer bar
= Speed based damping
= Firmer damping than "Soft"
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7. Trail / Cornering Mode
= Lower ride height
= Stiffer stabilizer bar
= Increase damping
= Firm EPS calibration
8. Work Mode (Lock-out, full firm)
= eCVT: Smooth engagement
= eCVT: Maintain low RPM > quiet, dependent on engine
load
= Load sensing damping & preload
9. Economy Mode
= Lower ride height
= Engine cal
= eCVT cal
[0048] In illustrative embodiments of the present disclosure, sensor
inputs include one or
more of the following:
= Damping mode selection
= Vehicle speed
= 4WD mode
= ADC mode
= Transmission mode ¨ CVT and other transmission types
= EPS mode
= Ambient temp
= Steering angle
= Chassis Acceleration (lateral, long, vertical)
= Steering Wheel Acceleration
= Gyroscope
= GPS location
= Shock position
= Shock temperature
= Box load/distribution
= Engine sensors (rpm, temp, CAN)
= Throttle pedal
= Brake input / pressure
= Passenger Sensor (weight or seatbelt)
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[0049] In illustrative embodiments of the present disclosure, damping
control system is
integrated with other vehicle systems as follow:
Vehicle Systems Integration
= EPS calibration
o Unique calibrations for each driver mode. Full assist in work or comfort
mode.
= Automatic preload adjustment setting (electronic and/or hydraulic
control)
o Load leveling
o Smooth trail/on-road mode = lower, Rock crawl = higher
o Increase rebound damping for higher preloads
o Haul mode= increased preload in rear. Implement mode = increased
preload in front
= Vehicle speed limits
o Increase damping with vehicle speed for control and safety using lookup
table or using an algorithm
= adjusts the minimum damping level in all modes beside "Firm"
= firm mode would be at max damping independent of vehicle speed
= lower ride height (preload) with vehicle speed in certain modes
= eCVT calibration
o Unique calibrations for each driver mode that ties in with electronic
damping and preload. (comfort mode = low rpm, soft damping)
= Engine/pedal map calibration
o Unique calibrations for each driver mode that ties in with electronic
damping and preload. (comfort mode = soft pedal map, soft damping)
= Steer by wire
= Load sensing
= Decoupled wheel speed for turning
= 4 wheel steer
= Active Stabilizer Bar Adjustment
= Traction Control
= Stability Control
= ABS
= Active Brake Bias
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= Preload control
[0050] Fig. 6 is a flow chart illustration vehicle mode platform
logic for a system and
method of the present disclosure. In the illustrated embodiment, a user
selects a user mode as
illustrated at block 100. The selection may be a rotary knob, a button, a
touch screen input, or
other user input. A controller 20 uses a look up cable or algorithm to
determine preload
adjustments for adjustable springs at the front right, front left, rear right
and rear left of the
vehicle to adjust a target ride height for the vehicle as illustrated at bock
102. Controller 20
receives a ride height and/or load sensor input as illustrated at block 104 so
that the controller 20
adjusts the spring preload based on vehicle loads.
[0051] Controller 20 then determines whether a sway bar or stabilizer
bar should be
connected or disconnected as illustrated at block 106. As discussed in detail
below, the stabilizer
bar may be connected or disconnected depending upon the selected mode and
sensor inputs.
[0052] Controller 20 also implements damping control logic as
discussed below and
illustrated at block 108. Controller 20 uses a damper profile for the front
right, front left, rear
right, and rear left adjustable shocks as illustrated block 110. A plurality
of sensor inputs are
provided to the controller 20 as illustrated at block 112 and discussed in
detail below to
continuously control the damping characteristics of the adjustable shocks.
[0053] Controller 20 uses a stored map for calibration of an
electronic power steering
(EPS) of the vehicle as illustrated at block 114. Finally, the controller 20
uses a map to calibrate
a throttle pedal position of the vehicle as illustrated at block 116. The
damping control method
of the present discloses uses a plurality of different condition modifiers to
control damping
characteristics of the electrically adjustable shocks. Exemplary condition
modifiers include
parameters set by the particular user mode selected as illustrated at block
118, a vehicle speed as
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illustrated at block 120, a throttle percentage as illustrated at block 122.
Additional condition
modifiers include a drive mode sensor such as 4-wheel drive sensor as
illustrated at block 124, a
steering position sensor as illustrated at block 126, and a steering rate
sensor as illustrated at
block 128. Drive mode sensor 124 may include locked front, unlocked front,
locked rear,
unlocked rear, or high and low transmission setting sensors. Condition
modifiers further include
an x-axis acceleration sensor as illustrated at block 130, a y-axis
acceleration sensor as illustrated
at block 132, and a z-axis acceleration sensor illustrated at block 134. The x-
axis, y-axis, and z-
axis for a vehicle such as an ATV are shown in Fig. 14. Another illustrative
condition modifier
is a yaw rate sensor as illustrated at block 136. The various condition
modifiers illustrated in
Fig. 7 are labeled 1-10 and correspond to the modifiers which influence
operation of the damping
control logic under the various drive conditions shown in Figs. 8-10.
[0054] In a passive method for controlling the plurality of
electronic shock absorbers, the
user selected mode discussed above sets discrete damping levels at all corners
of the vehicle.
Front and rear compression and rebound are adjusted independently based on the
user selected
mode of operation without the use of active control based on sensor inputs.
[0055] One illustrated method for active damping control of the
plurality of electronic
shock absorbers is illustrated in Fig. 8. The method of Fig. 8 uses a throttle
sensor 138, a vehicle
speed sensor 140, and a brake switch or brake pressure sensor 142 as logic
inputs. The controller
determines whether the brakes are on as illustrated at block 144. If so, the
controller 20
20 operates the damping control method in a brake condition as illustrated
at block 146. In the
brake condition, front suspension compression (dive) is detected as a result
of longitudinal
acceleration from braking input. In the Brake Condition 146, the condition
modifiers include the
user selected mode 118 and the vehicle speed 120 to adjust damping control. In
the vehicle
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conditions of Figs. 8-10, the selected user mode modifier 118 determines a
particular look-up
table that defines damping characteristics for adjustable shocks at the front
right, front left, rear
right, and rear left of the vehicle. In brake condition 146, compression
damping of the front
shocks and/or rebound damping on the rear shocks is provided based on the
brake signal.
[0056] In the Brake Condition 146, the controller 20 increases damping
based on
increasing vehicle speed. Further, controller 20 increases compression damping
on front and/or
rebound damping on the rear shocks based on brake sensor signal. User mode
modifiers 118
select the lookup table and/or algorithm that defines the damping
characteristics at each corner
based on above inputs.
[0057] If the brakes are not on at block 144, controller 20 determines
whether the throttle
position is greater than a threshold Y as illustrated at block 148. If not,
controller 20 operates the
vehicle in a Ride Condition as illustrated at block 150. In the ride
condition, the vehicle is being
operated in generally a straight line where vehicle ride and handling
performance while steering
and cornering is not detected. In the Ride Condition 150, condition modifiers
used to control
damping include user mode 118, vehicle speed 120, and a drive mode sensor such
as 4-wheel
drive sensor 124. In the Ride Condition 150, the controller 20 increases
damping based on the
vehicle speed. User mode modifiers 118 select the lookup table and/or
algorithm that defines the
damping characteristics at each corner based on above inputs.
[0058] If the throttle position in greater than the threshold Y at
block 148, the controller
20 determines whether a vehicle speed is greater than a threshold value Z at
block 152. If so, the
controller 20 operates the vehicle in the Ride Condition at block 150 as
discussed above. If the
vehicle speed is less than the threshold value Z at block 152, the controller
20 operates the
vehicle in a Squat Condition as illustrated at block 154. In the Squat
Condition 154, condition
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modifiers for controlling damping include the user selected mode 118, the
vehicle speed 120, and
the throttle percentage 122. During a Squat Condition 154, compression damping
on the rear
shocks and/or rebound damping on the front shocks is increased based upon the
throttle sensor
signal and vehicle speed. Rear suspension compression (squat) is a result of
longitudinal
acceleration from throttle input.
[0059] In the Squat Condition 154, the controller 20 increases
damping based on
increasing vehicle speed. Further, controller 20 increases compression damping
on rear and/or
rebound damping on the front shocks based on the throttle sensor signal and
vehicle speed. User
mode modifiers 118 select the lookup table and/or algorithm that defines the
damping
characteristics at each corner based on above inputs.
[0060] Another embodiment of the present disclosure including
different sensor input
options is illustrated in Fig. 9. In the Fig. 9 embodiment, a throttle sensor
138, vehicle speed
sensor 140, and brake sensor 142 are used as inputs as discussed in Fig. 8. In
addition, a steering
rate sensor 156 and steering position sensor 158 also provide inputs to the
controller 20.
Controller 20 determines whether an absolute value of the steering position is
greater than a
threshold X or an absolute value of the steering rate is greater than a
threshold B as illustrated at
block 160. If not, controller 20 determines whether the brakes are on as
illustrated at block 162.
If not, controller 20 determines whether the throttle position is greater than
a threshold Y as
illustrated at block 164. If the throttle position is greater than the
threshold Y at block 164,
controller 20 operates the vehicle in the Ride Condition as illustrated at
block 150 and discussed
above. In the Ride Condition 150, the controller 20 increases damping based on
the vehicle
speed. User mode modifiers 118 select the lookup table and/or algorithm that
defines the
damping characteristics at each corner based on above inputs.
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[0061] If the throttle position is greater than the threshold Y at
block 164, controller 20
determines whether the vehicle speed is greater than a threshold Z as
illustrated at block 166. If
so, controller 20 operates the vehicle in the Ride Condition as illustrated at
block 150. If the
vehicle speed is less than the threshold Z at block 166, controller 20
operates the vehicle in Squat
Condition 154 discussed above with reference to Fig. 8. In the Squat Condition
154, the
controller 20 increases damping based on increasing vehicle speed. Further
controller 20
increases compression damping on rear and/or rebound damping on the front
shocks based on the
throttle sensor signal and vehicle speed. User mode modifiers 118 select the
lookup table and/or
algorithm that defines the damping characteristics at each corner based on
above inputs.
[0062] If the brakes are on at block 162, controller 20 operates the
vehicle in the Brake
Condition 146 as discussed above with reference to Fig. 8. In the Brake
Condition 146, the
controller 20 increases damping based on increasing vehicle speed. Further
controller 20
increases compression damping on front and/or rebound damping on the rear
shocks based on
brake sensor signal. User mode modifiers 118 select the lookup table and/or
algorithm that
defines the damping characteristics at each corner based on above inputs.
[0063] If the absolute value of the steering position is greater than
the threshold X or the
absolute value of the steering rate is greater than the threshold B at block
160, controller 20
determines whether the brakes are on as illustrated at block 168. If so,
controller 20 operates the
vehicle in a Brake Condition as illustrated at block 170. In the Brake
Condition 170, mode
modifiers for controlling damping include the user input 118, the vehicle
speed 120, and the
steering rate 128.
[0064] In the Brake Condition 170, the controller 20 increases
damping based on
increasing vehicle speed. Further, controller 20 increases compression damping
on the outside
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front corner shock based on inputs from the steering sensor, brake sensor, and
vehicle speed
sensor. User mode modifiers 118 select the lookup table and/or algorithm that
defines the
damping characteristics at each corner based on above inputs.
[0065] If the brakes are not on at block 168, controller 20
determines whether the throttle
position is greater than a threshold Y as illustrated at block 172. If not,
vehicle controller 20
operates the vehicle in a Roll/Cornering Condition as illustrated at block
174. In the
Roll/Cornering Condition at block 174, the condition modifiers for controlling
damping include
user mode 118, the steering position 126, and the steering rate 128. In a
Roll/Cornering
Condition, vehicle body roll occurs as a result of lateral acceleration due to
steering and
cornering inputs.
[0066] In the Roll/Cornering Condition 174, the controller 20
increases damping based
on increasing vehicle speed. Further controller 20 increases compression
damping on the outside
corner shocks and/or rebound damping on the inside corner shocks when a turn
event is detected
via steering sensor. For a left hand turn, the outside shock absorbers are the
front right and rear
right shock absorbers and the inside shock absorbers are front left and rear
left shock absorbers.
For a right hand turn, the outside shock absorbers are the front left and rear
left shock absorbers
and the inside shock absorbers are front right and rear right shock absorbers.
User mode
modifiers 118 select the lookup table and/or algorithm that defines the
damping characteristics at
each corner based on above inputs.
[0067] If the throttle position is greater than the threshold Y at block
172, controller 20
operates the vehicle in a Squat Condition as illustrated at block 176. In the
Squat Condition 176,
controller 20 uses the mode modifiers for user mode 118, vehicle speed 120,
throttle percentage
122, steering position 126, and steering rate 128 to control the damping
characteristics. Again,
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damping is increased base on increasing vehicle speed. In addition,
compression damping is
increased on outside rear corners based upon steering sensor, throttle sensor
and vehicle speed.
[0068] In the Squat Condition 176, the controller 20 increases
damping based on
increasing vehicle speed. Further, controller 20 increases compression damping
on the outside
rear corner shock based on inputs from the steering sensor, throttle sensor,
and vehicle speed.
User mode modifiers 118 select the lookup table and/or algorithm that defines
the damping
characteristics at each corner based on above inputs.
[0069] Fig. 10 illustrates yet another embodiment of a damping
control method of the
present disclosure including different sensor input options compared to the
embodiments of Figs.
8 and 9. In addition to throttle sensor 138, vehicle speed sensor 140, brake
sensor 142, steering
position sensor 158, and steering rate sensor 156, the embodiment of Fig. 10
also uses a z-axis
acceleration sensor 180 and an x-axis acceleration sensor 182 as inputs to the
controller 20.
[0070] Controller 20 first determines whether acceleration from the z-
axis sensor 180 is
less than a threshold C for a time greater than a threshold N as illustrated
at block 184. If so,
controller 20 determines that the vehicle is in a jump and controls the
vehicle in a Jump/Pitch
condition as illustrated at block 186 where the suspension is allowed to drop
out and the tires
lose contact with the ground surface. In the Jump/Pitch Condition 186,
controller 20 uses
condition modifiers for the user input 118, the vehicle speed 120, and the z-
axis acceleration
sensor 134 to control the damping characteristics.
[0071] In the Jump/Pitch Condition 186, the controller 20 increases damping
based on
increasing vehicle speed. Further, controller 20 increases compression damping
on shocks at all
four corners when an airborne event is detected (and the duration of the
airborne event) via
negative vertical acceleration detected by the z-axis acceleration sensor 134.
The controller 20
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maintains the damping increase for a predetermined duration after the jump
event. If positive
vertical acceleration is detected by z-axis acceleration sensor 134 having a
magnitude greater
than a threshold value and for longer than a threshold duration (such as when
contact with the
ground is made after an airborne event), whereas greater acceleration reduces
the duration
threshold required, rebound damping may be increased to the rear and/or front
shocks for an
amount of time. User mode modifiers 118 select the lookup table and/or
algorithm that defines
the damping characteristics at each corner based on above inputs.
[0072] If an airborne event is not detected at block 184, controller
20 determines whether
an absolute value of the steering position is greater than a threshold X or an
absolute value of the
steering rate is greater than a threshold B at block 188. If not, controller
20 determines whether
the brakes are on and the x-axis acceleration is greater than a threshold
value A at block 190. If
so, controller 20 operates the vehicle in a Brake Condition as illustrated at
block 192.
[0073] In the Brake Condition 192, condition modifiers for the user
input 118, the
vehicle speed 120, the x-axis accelerometer 130, and the y-axis accelerometer
132 are used as
inputs for the damping control. In the Brake Condition 192, the controller 20
increases damping
based on increasing vehicle speed. Further, controller 20 increases
compression damping on an
outside front corner shock based on inputs from steering sensor 158, brake
sensor 142, vehicle
speed sensor 140, and/or acceleration sensor 180. User mode modifiers 118
select the lookup
table and/or algorithm that defines the damping characteristics at each corner
based on above
inputs.
[0074] If the determination at block 190 is negative, controller 20
determines whether the
throttle position is greater than a threshold Y as illustrated at block 194.
If not, controller 20
operates the vehicle in a Ride Condition as illustrated at block 196. In the
Ride Condition 196,
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controller 20 uses condition modifiers for the user-selected mode 118, the
vehicle speed 120, a
drive mode sensor such as four-wheel drive sensor 124, and the z-axis
accelerometer 134 to
control damping characteristics. In the Ride Condition 196, the controller 20
increases damping
based on the vehicle speed. User mode modifiers 118 select the lookup table
and/or algorithm
that defines the damping characteristics at each corner based on above inputs.
[0075] If the throttle position is greater than threshold Y at block
194, controller 20
determines whether the vehicle speed is greater than a threshold Z as
illustrated at block 198. If
so, the controller 20 operates the vehicle and the Ride Condition 196 as
discussed above. If not,
the controller 20 operates the vehicle in a Squat Condition as illustrated at
block 200. In the
Squat Condition 200, controller 20 uses condition modifiers for the user mode
118, vehicle speed
120, throttle percentage 122, and y-axis accelerometer 132 for damping
control. In the Squat
Condition 200, the controller 20 increases damping based on the vehicle speed.
Further, the
controller 20 increases compression damping on the rear shocks and/or rebound
damping on the
front shocks based on inputs from throttle sensor 138, vehicle speed sensor
140, and/or
acceleration sensor 180. Additional adjustments are made based on time
duration and
longitudinal acceleration. User mode modifiers 118 select the lookup table
and/or algorithm that
defines the damping characteristics at each corner based on above inputs.
[0076] If the absolute value of the steering position is greater than
the threshold X or the
absolute value of the steering rate is greater than the threshold B at block
188, then controller 20
determines whether the brakes are on and whether the x-axis acceleration is
greater than a
threshold A as illustrated at block 202. If so, controller 20 operates the
vehicle in a Brake
Condition as illustrated at block 204. In the Brake Condition 204, controller
20 uses condition
modifiers for the user mode 118, vehicle speed 120, steering position 126, x-
axis acceleration
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130, and y-axis acceleration 132 to adjust the damping control characteristics
of the electrically
adjustable shocks. In the Brake Condition 204, the controller 20 increases
damping based on
increasing vehicle speed. Further, controller 20 increases compression damping
on an outside
front corner shock based on inputs from steering sensor 158, brake sensor 142,
vehicle speed
sensor 140, and/or acceleration sensor 180. User mode modifiers 118 select the
lookup table
and/or algorithm that defines the damping characteristics at each corner based
on above inputs.
[0077] If a negative determination is made at block 202, controller
20 determines
whether the throttle position is greater than a threshold Y as illustrated at
block 206. If not,
controller 20 operates the vehicle in a Roll/Cornering Condition as
illustrated at block 208. In
the Roll/Cornering Condition 208, controller 20 uses condition modifiers for
the user mode 118,
the steering position 126, the steering rate 128, the y-axis acceleration 132,
and the yaw rate 136
to control the damping characteristics of the adjustable shocks. In the
Roll/Cornering Condition
208, the controller 20 increases damping based on increasing vehicle speed.
Further, controller
increases compression damping on the outside corner shocks and/or rebound
damping on the
15 inside corner shocks when a turn event is detected via steering sensor
156 and accelerometer
182. User mode modifiers 118 select the lookup table and/or algorithm that
defines the damping
characteristics at each corner based on above inputs.
[0078] If the throttle position is greater than the threshold Y at
block 206, controller 20
operates the vehicle in a Squat Condition as illustrated at block 210. In the
Squat Condition 210,
20 controller 20 uses condition modifiers for the user mode 118, the
vehicle speed 120, the throttle
percentage 122, steering position 126, the steering rate 128, and the y-axis
acceleration 132 to
control the damping characteristics of the adjustable shocks. In the Squat
Condition 210, the
controller 20 increases damping based on the vehicle speed. Further, the
controller 20 increases
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compression damping on the outside rear corner shock based on inputs from
throttle sensor 138,
vehicle speed sensor 140, and/or acceleration sensors 180 or 182. User mode
modifiers 118
select the lookup table and/or algorithm that defines the damping
characteristics at each corner
based on above inputs.
[0079] Another embodiment of the present disclosure is illustrated in Figs.
11-13. As
part of the damping control system, a stabilizer bar linkage 220 is
selectively locked or unlocked.
The linkage 220 includes a movable piston 222 located within a cylinder 224.
An end 226 of
piston 222 as illustratively coupled to a stabilizer bar of the vehicle. An
end 228 of cylinder 224
as illustratively coupled to a suspension arm or component of the vehicle. It
is understood that
this connection could be reversed.
[0080] A locking mechanism 230 includes a movable solenoid 232 which
is biased by a
spring 234 in the direction of arrow 236. The controller 20 selectively
energizes the
solenoid 232 to retract the removable solenoid 232 in the direction of arrow
238 from an
extended position shown in Figs. 11 and 12 to a retracted position shown in
Fig. 13. In the
retracted position, the end of solenoid 232 disengages a window 240 of movable
piston 232 to
permit free movement between the piston 222 and the cylinder 224. If the
solenoid 232 is in the
extended position shown in Figs. 11 and 12 engaged with window 240, the piston
222 is locked
relative to the cylinder 224.
[0081] When the linkage 220 is unlocked, the telescoping movement of
the piston 222
and cylinder 224 removes the function of the stabilizer bar while the solenoid
232 is disengaged
as shown in Fig. 13. When the controller 20 removes the signal from the
solenoid 232, the
solenoid piston 232 moves into the window 240 to lock the piston 222 relative
to the
cylinder 220. The solenoid 232 also enters the lock position if power is lost
due to the
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spring 234. In other words, the solenoid 232 fails in the locked position. The
vehicle is not
required to be level in order for the solenoid 232 to lock the piston 222.
[0082] Unlocking the stabilizer bar 220 provides articulation
benefits for the suspension
system during slow speed operation. Therefore, the stabilizer bar 220 is
unlocked in certain low
speed conditions. For higher speeds, the stabilizer bar 220 is locked. The
controller 20 may also
use electronic throttle control (ETC) to limit vehicle speed to a
predetermined maximum speed
when stabilizer bar 220 is unlocked.
[0083] While embodiments of the present disclosure have been
described as having
exemplary designs, the present invention may be further modified within the
spirit and scope of
this disclosure. This application is therefore intended to cover any
variations, uses, or
adaptations of the disclosure using its general principles. Further, this
application is intended to
cover such departures from the present disclosure as come within known or
customary practice
in the art to which this invention pertains.
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