US20050184475A1 - Vehicle stability control system - Google Patents
Vehicle stability control system Download PDFInfo
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- US20050184475A1 US20050184475A1 US11/065,942 US6594205A US2005184475A1 US 20050184475 A1 US20050184475 A1 US 20050184475A1 US 6594205 A US6594205 A US 6594205A US 2005184475 A1 US2005184475 A1 US 2005184475A1
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- vehicle
- tongue
- mass portion
- teeth
- slider
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/005—Suspension locking arrangements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
- B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
- B60G21/0556—Mounting means therefor adjustable including a releasable coupling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/02—Attaching arms to sprung part of vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/14—Independent suspensions with lateral arms
- B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/12—Wound spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/13—Torsion spring
- B60G2202/135—Stabiliser bar and/or tube
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/40—Type of actuator
- B60G2202/42—Electric actuator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/12—Mounting of springs or dampers
- B60G2204/122—Mounting of torsion springs
- B60G2204/1224—End mounts of stabiliser on wheel suspension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/14—Mounting of suspension arms
- B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/419—Gears
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/422—Links for mounting suspension elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/423—Rails, tubes, or the like, for guiding the movement of suspension elements
- B60G2204/4232—Sliding mounts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/45—Stops limiting travel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/45—Stops limiting travel
- B60G2204/4504—Stops limiting travel using cable or band to prevent extension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/46—Means for locking the suspension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/46—Means for locking the suspension
- B60G2204/4604—Means for locking the suspension mechanically, e.g. using a hook as anticreep mechanism
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/01—Attitude or posture control
- B60G2800/012—Rolling condition
- B60G2800/0122—Roll rigidity ratio; Warping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/24—Steering, cornering
Abstract
A vehicle stability control system is provided, which includes a movable tongue member and a ratchet mechanism. The movable tongue member is adapted to move between a first tongue position and a second tongue position. The ratchet mechanism is adapted to be mechanically coupled to a movable unsprung mass portion and to a sprung mass portion of a vehicle when the vehicle stability control system is operably installed on the vehicle. The ratchet mechanism comprising a ratchet tooth, such that the ratchet mechanism, is adapted to restrict a movement of the unsprung mass portion away from the sprung mass portion when the tongue member is moved toward the second tongue position and into the ratchet tooth, and wherein the tongue member does not restrict the movement of the unsprung mass portion relative to the sprung mass portion when the tongue member is in the first tongue position.
Description
- This application claims the benefit of U.S. Provisional Application No. 60/547,703, filed on Feb. 25, 2004, entitled VEHICLE STABILITY SYSTEM, and U.S. Provisional Application No. 60/598,990, filed on Aug. 5, 2004, entitled VEHICLE STABILITY CONTROL SYSTEM, which applications are hereby incorporated herein by reference.
- This application relates to the following co-pending and commonly assigned patent applications: U.S. patent application Ser. No. ______, filed herewith, entitled “Vehicle Stability Control System”, having attorney docket number ABH-001; and PCT Patent Application Serial No. ______, filed herewith, entitled “Vehicle Stability Control System”, having attorney docket number ABH-000PCT, which applications are hereby incorporated herein by reference.
- The present invention generally relates to improving vehicle safety and controllability. More specifically, it relates to affecting the movement of a vehicle suspension system using a vehicle stability control system during an emergency or severe cornering maneuver.
- Sport utility vehicles (SUVs) and pickup trucks have grown in popularity among consumers in North America. However, such vehicles are usually more prone to rollover accidents than cars. This is mostly attributed to the higher center of gravity for SUVs and trucks as compared to cars. Even SUVs with independent suspension systems and roll stability control systems may still have a higher tendency to roll over than most cars.
- According to statistics from the
year 2000, 62% of all SUV deaths occurred in rollovers, which is nearly three times the rate for cars (22%). Some government tests indicate that even the most stable SUV is more likely to rollover than the least stable car. National Highway Traffic Safety Administration (NHTSA) statistics from 2001 estimated that 55% of occupant fatalities in light, single-vehicle crashes involved rollover. Furthermore, in 2001, NHTSA estimated that 60% of the fatalities in vans, 63% of fatalities in pickup trucks, and 78% of fatalities in SUVs were caused by rollover. According to statistics from the year 2002, fatalities in rollover crashes involving SUVs and pickup trucks accounted for 53% of the increase in traffic deaths. In 2002, about 10,626 people died in rollover crashes in the US, up 4.9% from about 10,130 in 2001. - Some rollovers are caused by a vehicle colliding with a curb or abutment during a severe turn or during a lateral slide, which is often referred to as a trip rollover. Even a low profile sports car may rollover when colliding with a trip mechanism. Statistics show that over 90% of trip rollovers are caused by a loss of control of the vehicle. Thus, a need exists to improve vehicle stability during severe cornering or emergency maneuvers.
- Some rollovers occur when a driver attempts to avoid a collision with an object (e.g., another vehicle, a person, an animal, etc.) in the road. When a driver swerves to one side (e.g., right) to avoid an object and then attempts to regain control of the vehicle and avoid going off the road by swerving in the opposite direction (e.g., left), this maneuver may cause a vehicle to rollover as well (even when no trip mechanism is encountered). During such maneuvers where the vehicle's weight is shifted from one side to another, as the vehicle suddenly turns one direction (e.g., right) and then immediately turns to back in an opposite direction (e.g., left), the vehicle's suspension springs may contribute to initiating a rollover. This happens because the suspension springs have potential energy mechanically stored as a result of being compressed by the weight of the vehicle.
- Even at level straight condition, the weight of the vehicle partially compresses the springs to counteract this weight. This is dramatically demonstrated by a person lifting up on a fender of a 6,500-pound vehicle and being able to move one side of the vehicle upward with ease. When the vehicle's weight is transferred to one side (e.g., right), the spring on that side may be further compressed due to the lateral acceleration of the vehicle and the weight shift toward one side. As the vehicle tilts from one side to another side, as in a right-left maneuver for example, the once compressed spring (during right turning) will push up on the inside of the vehicle (during the immediately subsequent left turning). This pushing up on the vehicle's weight is combined with the lateral forces acting on the vehicle due to the turning motion. This energy stored in the spring can propel one side of the vehicle upward with very little release of pressure on the spring. The vehicle tilt movement caused by the inside spring releasing its stored energy creates rotational momentum that is then added to by the lateral or centrifugal forces created by the turning motion of the vehicle and by the forward momentum from the vehicle's forward movement.
- In a severe turn, the suspension system lets the centrifugal force of the turn lower the vehicle on the outside of the turn while at the same time raising the vehicle on the inside of the turn. The upward force applied to the sprung portion of the vehicle by the springs on the inside of the turn is by far the most significant controllable force contributing to loss of control of a vehicle. Thus, the tilt movement initiated by the stored energy in the inside spring may create the momentum needed to initiate a rollover, which the lateral forces of the turning and the forward momentum of the vehicle may bring to fruition. As the vehicle is rotated by this action, it quickly takes less and less pounds of centrifugal force to progress to the next succeeding degree of vehicle rotation. The vehicle in less than one second can be put into a precarious position that can cause the driver to panic as he feels his inability to control the vehicle. This can quickly cause the driver to lose the ability to avoid other vehicles as well as curbs or abutments that can cause a rollover. Hence, a need exists to improve and/or control the stability of vehicles during such severe turning maneuvers. Such improvements may save thousands of lives each year and reduce the number of accidents thereby saving millions of dollars to drivers and insurance companies.
- The problems and needs outlined above may be addressed by embodiments of the present invention. In accordance with one aspect of the present invention, a vehicle stability control system is provided, which includes a movable tongue member and a ratchet mechanism. The movable tongue member is adapted to move between a first tongue position and a second tongue position. The ratchet mechanism is adapted to be mechanically coupled to a movable unsprung mass portion and to a sprung mass portion of a vehicle when the vehicle stability control system is operably installed on the vehicle. The ratchet mechanism comprising a ratchet tooth, such that the ratchet mechanism is adapted to restrict a movement of the unsprung mass portion away from the sprung mass portion when the tongue member is moved toward the second tongue position and into the ratchet tooth, and wherein the tongue member does not restrict the movement of the unsprung mass portion relative to the sprung mass portion when the tongue member is in the first tongue position.
- In accordance with another aspect of the present invention, a vehicle stability control system is provided, which includes a movable tongue system, an electrical triggering device, and a ratchet mechanism. The movable tongue system includes an electro-mechanical actuator and a movable tongue member. The electro-mechanical actuator is mechanically coupled to the tongue member to provide movement of the tongue member from a first tongue position toward a second tongue position. The electrical triggering device is adapted to be electrically coupled to a signal generating device. The triggering device is also electrically coupled to the electro-mechanical actuator. The triggering device is adapted to activate the electro-mechanical actuator based, at least in part, on an output signal received from the signal generating device. The ratchet mechanism is adapted to be mechanically coupled to a movable unsprung mass portion and to a sprung mass portion of a vehicle when the vehicle stability control system is operably installed on the vehicle. The ratchet mechanism includes a set of ratchet teeth, such that the ratchet mechanism is adapted to restrict a movement of the unsprung mass portion away from the sprung mass portion when the electro-mechanical actuator moves the tongue member toward the second tongue position and into the set of ratchet teeth. The signal generating device may be an acceleration measuring device, wherein the output signal corresponds to a lateral acceleration of the vehicle. The output signal may correspond to a movement of a steering wheel on the vehicle, wherein the signal generating device comprises a sensor adapted to measure movement of the steering wheel. The output signal may correspond to a velocity of the vehicle, wherein the signal generating device comprises a sensor adapted to measure the velocity of the vehicle. The output signal may correspond to a vehicle body position relative to a ground surface, wherein the signal generating device comprises one or more sensors adapted to measure a tilt angle of a vehicle body relative to the ground surface. The output signal may correspond to a vehicle body position relative to at least one vehicle wheel, wherein the signal generating device comprises one or more sensors adapted to measure a tilt angle of a vehicle body relative to one or more vehicle wheels. The electro-mechanical actuator includes a component selected from the group consisting of an electric motor, a solenoid, an electrically-switchable hydraulic valve, a hydraulic actuator, an electrically-switchable pneumatic valve, a pneumatic actuator, an electrically-switchable vacuum valve, a vacuum-driven actuator, an electrically-switchable pyrotechnic-driven actuator, an electrically-switchable explosive-charged actuator, an electrically-switchable compressed-gas-driven actuator, and combinations thereof, for example. The electrical triggering device may include an analog electrical circuit, wherein the analog electrical circuit includes a capacitor, a resistor, and a transistor. The electrical triggering device may include a microprocessor and an amplifier. The tongue member may have an end profile with a shape selected from the group consisting of rectangular, partially rounded, notched, pawl shaped, partially beveled, beveled, hook shaped, lip shaped, flat, curved, concave, convex, and combinations thereof, for example. At least some of the ratchet teeth may have a tooth shape selected from the group consisting of rectangular, partially rounded, notched, pawl shaped, partially beveled, beveled, hook shaped, lip shaped, flat, curved, concave, convex, and combinations thereof, for example. At least some of the ratchet teeth may be formed along a curved path. At least some of the ratchet teeth may be formed along a linear path. The ratchet mechanism may include a first slider portion, and a second slider portion slidably coupled to the first slider portion. The ratchet mechanism may be attached to and part of a shock absorber device. The ratchet mechanism may include a ratchet gear extending from a suspension arm and extending circumferentially at least partially around a pivot axis of the suspension arm, wherein the ratchet gear is fixed relative to the suspension arm and adapted to pivot with the suspension arm about the pivot axis. The ratchet mechanism may include: a first arm; a second arm pivotably coupled to the first arm, at least part of the movable tongue system being attached to the second arm; and a tooth arm extending from the first arm, the tooth arm having the set of ratchet teeth thereon, and the tooth arm extending across at least part of the movable tongue system when the vehicle stability control system is operably installed on the vehicle. The vehicle stability control system may include a roller member attached about a portion of the ratchet mechanism, where the roller member is adapted to rotate about the ratchet mechanism. The ratchet mechanism may include: a pulley member adapted to be rotatably coupled to the sprung mass portion of the vehicle; a cable having a first end attached to the pulley member, the cable extending from the pulley member, where the pulley member is adapted to spool the cable at least partially around the pulley member as the pulley member pivots, and the cable being adapted to attach to the unsprung mass portion of the vehicle to extend between the unsprung mass portion and the pulley member; a pulley spring biasing the pulley member to pivot in a direction that will spool the cable onto the pulley member to keep tension on the cable; and a ratchet gear extending from the pulley member, the ratchet gear having the set of ratchet teeth, wherein the ratchet gear pivots with the pulley member. The movable tongue member may be adapted to pivot about a tongue member axis as it moves from the first tongue position toward the second tongue position. The movable tongue member may be adapted to slide as it moves from the first tongue position toward the second tongue position.
- In accordance with yet another aspect of the present invention, a vehicle stability control system is provided, which includes an acceleration measuring device, a movable tongue system, an electrical triggering device, and a ratchet mechanism. The acceleration measuring device is adapted to measure at least a lateral acceleration of a vehicle when the vehicle stability control system is operably installed on the vehicle. The movable tongue system includes an electro-mechanical actuator and a movable tongue member. The electro-mechanical actuator is mechanically coupled to the tongue member to provide movement of the tongue member from a first tongue position toward a second tongue position. The electrical triggering device is electrically coupled to the acceleration measuring device. The triggering device is also electrically coupled to the electro-mechanical actuator. The triggering device is adapted to activate the electro-mechanical actuator based, at least in part, on an output signal received from the acceleration measuring device. The ratchet mechanism is adapted to be mechanically coupled to a movable unsprung mass portion and to a sprung mass portion of the vehicle when the vehicle stability control system is operably installed on the vehicle. The ratchet mechanism includes a set of ratchet teeth, such that the ratchet mechanism is adapted to restrict a movement of the unsprung mass portion away from the sprung mass portion when the electro-mechanical actuator moves the tongue member toward the second tongue position and into the set of ratchet teeth. The acceleration measuring device may include a semiconductor accelerometer adapted to provide a voltage output proportional to a measured acceleration.
- In accordance with still another aspect of the present invention, a vehicle stability control system is provided, which includes a first slider mechanism, an acceleration measuring device, and a triggering device. The first slider mechanism includes: a first slider portion; a second slider portion slidably coupled to the first slider portion; a first connector member extending from the first slider portion, the first connector member being adapted to be mechanically coupled to at least one of a sprung mass portion of a vehicle and an unsprung mass portion of the vehicle, wherein a vehicle spring is biased between the sprung mass portion and the unsprung mass portion of the vehicle; a second connector member extending from the second slider portion, the second connector member being adapted to be mechanically coupled to at least one of the unsprung mass portion of the vehicle and the sprung mass portion of the vehicle; a series of teeth formed along the first slider portion; and a movable tongue system comprising a moveable tongue member, the movable tongue system being attached to the second slider portion, the movable tongue system being adapted to position the tongue member in a first tongue position and a second tongue position. In the first tongue position, the tongue member being adapted to be located between at least some adjacent teeth of the series of teeth, such that the first slider portion may slide relative to the second slider portion as the unsprung mass portion moves toward the sprung mass portion of the vehicle, but such that the first slider portion is prevented from sliding relative to the second slider portion as the unsprung mass portion moves away the sprung mass portion of the vehicle. In the second tongue position, the tongue member does not prevent sliding of the first slider portion relative to the second slider portion. The acceleration measuring device is adapted to output a first electrical signal corresponding to an acceleration measurement. The triggering device is electrically connected to the acceleration measuring device and the movable tongue system. The triggering device is adapted to send a second electrical signal to the movable tongue system based upon the first electrical signal. The vehicle stability control system may further include a second slider mechanism that is essentially the same as the first slider mechanism (e.g., right side mechanism and left side mechanism). The acceleration measuring device and the triggering device may be part of a same electrical component. The triggering device may be part of the movable tongue system. The first connector member may be adapted to be mechanically coupled to the unsprung mass portion of the vehicle. The second connector member may be adapted to be mechanically coupled to the sprung mass portion of the vehicle. The first slider portion may have an elongated body. The second slider portion may have a hollow elongated body. The first slider portion slidably may mate with the second slider portion and slide at least partially into the second slider portion when the unsprung mass portion moves toward the sprung mass portion of the vehicle. At least some of the series of teeth may have a top side and a bottom side, where the top side is beveled at an angle relative to an axis of sliding for the first slider portion, and the bottom side is substantially perpendicular to the axis of sliding for the first slider portion. At least some of the series of teeth may have a top side and a bottom side, where the top side has a curved profile, and the bottom side is substantially perpendicular to an axis of sliding for the first slider portion. At least some of the series of teeth may have a rectangular profile. A distal end of the tongue member may have a bottom side that is beveled at an angle relative to an axis of sliding for the first slider portion. A distal end of the tongue member may have a bottom side that has a curved profile. The tongue member may have a rectangular distal end profile. The movable tongue system may include a solenoid for driving movement of the tongue member between the first and second tongue positions.
- In accordance with another aspect of the present invention, a vehicle stability control system is provided, which includes an elongated hollow member, an elongated shaft member, a series of teeth, an electro-mechanical actuator, a tongue member, and an electrical circuit. The elongated hollow member has a first hole formed in a side thereof and has an open end. The elongated shaft member is slidably engaged into the open end of the hollow member. The series of teeth is formed along the shaft member. The electro-mechanical actuator is attached to the hollow member. The tongue member extends from the electro-mechanical actuator at the first hole. The electrical circuit includes an acceleration measuring device. The electrical circuit is electrically coupled to the electro-mechanical actuator. The series of teeth may include a series of recesses formed in the elongated shaft member comprising a profile shape selected from the group consisting of a triangular shape, a trapezoidal shape, a right angle, a convex curve, and a concave curve. The electro-mechanical actuator may include a solenoid.
- In accordance with another aspect of the present invention, a vehicle having a vehicle stability control system installed thereon is provided, which includes a vehicle wheel, a vehicle suspension component, a spring, an elongated hollow member, an elongated shaft member, a series of teeth, an electro-mechanical actuator, a tongue member, and an electrical circuit. The vehicle wheel is rotatably coupled to the vehicle at least partially by the vehicle suspension component. The spring extends between the vehicle suspension component and a sprung mass portion of the vehicle. The elongated hollow member has a first hole formed in a side thereof and has an open end. The elongated hollow member is mechanically coupled to the sprung mass portion or the vehicle suspension component. The elongated shaft member is slidably engaged into the open end of the hollow member. The elongated shaft member is mechanically coupled to the vehicle suspension component or the sprung mass portion. The elongated shaft member is mechanically coupled to the vehicle suspension component if the elongated hollow member is mechanically coupled to the sprung mass portion. Or, the elongated shaft member is mechanically coupled to the sprung mass portion if the elongated hollow member is mechanically coupled to the vehicle suspension component. The series of teeth is formed along the shaft member. The electro-mechanical actuator is attached to the hollow member. The tongue member extends from the electro-mechanical actuator at the first hole. The electrical circuit includes an accelerometer device, a microprocessor, and an amplifier. The electrical circuit is electrically coupled to the electro-mechanical actuator. The accelerometer is electrically coupled to an input pin of the microprocessor. The amplifier is electrically coupled to an output pin of the microprocessor. The vehicle suspension component may be part of a rear transaxle assembly. The vehicle suspension component may include a lower control arm of an independent suspension system. The sprung mass portion may include a vehicle frame. The sprung mass portion may include a vehicle body. The sprung mass portion may include a shock tower.
- In accordance with another aspect of the present invention, a method of limiting a movement of a sprung mass portion of a vehicle relative to an unsprung mass portion of the vehicle is provided. This method includes the following steps described in this paragraph. The order of the steps may vary, may be sequential, may overlap, may be in parallel, and combinations thereof, if not otherwise stated. A movable tongue member of a vehicle stability control system moves from a first tongue position toward a second tongue position. The tongue member engages teeth of a ratchet mechanism, the ratchet mechanism being part of the vehicle stability control system. The ratchet mechanism is mechanically coupled to the unsprung mass portion and to the sprung mass portion of the vehicle. When the tongue member engages the teeth, the ratchet mechanism restricts a movement of the unsprung mass portion away from the sprung mass portion. The tongue member does not restrict the movement of the unsprung mass portion relative to the sprung mass portion when the tongue member is in the first tongue position.
- In accordance with yet another aspect of the present invention, a method of limiting expansion of a spring member on a vehicle is provided. This method includes the following steps described in this paragraph. The order of the steps may vary, may be sequential, may overlap, may be in parallel, and combinations thereof, if not otherwise stated. The spring member is biased between a sprung mass portion of the vehicle and an unsprung mass portion of the vehicle. A tongue member is moved from a first tongue position toward a second tongue position. A set of ratchet teeth is engaged with the tongue member as the tongue member is moved toward a second tongue position. The ratchet teeth are part of a ratchet mechanism. The ratchet mechanism being mechanically coupled to the sprung mass portion and to the unsprung mass portion of the vehicle. A movement of the unsprung mass portion away from the sprung mass portion is restricted when the tongue member is moved toward the second tongue position and into the set of ratchet teeth. The moving of the tongue member from the first tongue position toward the second tongue position may be performed after steps comprising: receiving an output signal from a signal generating device; determining whether the output signal meets or exceeds a predetermined threshold level; and if the output signal meets or exceeds the predetermined threshold level, activating an electro-mechanical actuator, wherein the electro-mechanical actuator is used for the moving of the tongue member. The signal generating device may be an accelerometer, and the method may further include measuring a lateral acceleration of the vehicle with the accelerometer, wherein the output signal corresponds to a lateral acceleration of the vehicle. The method may further include measuring a velocity of the vehicle with a sensor, wherein the activating of the electro-mechanical actuator is only performed if the velocity is above a predetermined velocity level. The method may further include measuring a movement of a steering wheel on the vehicle with a sensor, wherein the output signal corresponds to the movement of the steering wheel as a function of time. The method may further include measuring a velocity of the vehicle with a sensor, wherein the output signal corresponds to the movement of the steering wheel as a function of time. The method may further include measuring a tilt angle of a body of the vehicle relative to a ground surface with one or more sensors, wherein the output signal corresponds to the tilt angle of the vehicle. The method may further include measuring a tilt angle of a body of the vehicle relative to one or more vehicle wheels with one or more sensors, wherein the output signal corresponds to the tilt angle of the vehicle. The electro-mechanical actuator may include a component selected from the group consisting of an electric motor, a solenoid, an electrically-switchable hydraulic valve, a hydraulic actuator, an electrically-switchable pneumatic valve, a pneumatic actuator, an electrically-switchable vacuum valve, a vacuum-driven actuator, an electrically-switchable pyrotechnic-driven actuator, an electrically-switchable explosive-charged actuator, an electrically-switchable compressed-gas-driven actuator, and combinations thereof, for example. The determining whether the output signal meets or exceeds the predetermined threshold level may be performed by an electrical circuit comprising a component selected from the group consisting of a microprocessor, a capacitor, a resistor, a transistor, an analog electrical circuit, an analog-to-digital converter, a digital-to-analog converter, an amplifier, and combinations thereof. At least some of the ratchet teeth may be formed along a curved path. At least some of the ratchet teeth may be formed along a linear path. The ratchet mechanism may include a first slider portion, and a second slider portion slidably coupled to the first slider portion. The ratchet mechanism may be attached to and part of a shock absorber device. The ratchet mechanism may include a ratchet gear extending from a suspension arm and extending circumferentially at least partially around a pivot axis of the suspension arm, wherein the ratchet gear is fixed relative to the suspension arm and adapted to pivot with the suspension arm about the pivot axis. The ratchet mechanism may include a first arm; a second arm pivotably coupled to the first arm, at least part of the movable tongue system being attached to the second arm; and a tooth arm extending from the first arm, the tooth arm having the set of ratchet teeth thereon, and the tooth arm extending across at least part of the movable tongue system when the vehicle stability control system is operably installed on the vehicle.
- In accordance with still another aspect of the present invention, a method of limiting expansion of a spring member on a vehicle is provided. This method includes the following steps described in this paragraph. The order of the steps may vary, may be sequential, may overlap, may be in parallel, and combinations thereof, if not otherwise stated. Lateral acceleration of the vehicle is measured. It is determined whether the lateral acceleration of the vehicle exceeds a predetermined threshold level. If the lateral acceleration exceeds the predetermined threshold level, then for a predetermined period of time, allowing the spring member to be compressed when the unsprung mass portion moves toward the sprung mass portion, but not allowing the spring member to expand. The measuring lateral acceleration may be performed by an accelerometer. The determining whether the lateral acceleration of the vehicle exceeds a predetermined threshold level may be performed by a microprocessor. The determining whether the lateral acceleration of the vehicle exceeds a predetermined threshold level may be performed by analog electrical circuitry. The analog electrical circuitry may include a resistor, a capacitor, and a transistor. In one application, the method may be performed only if the vehicle is moving at a speed greater than a predetermined speed level, and wherein the method further comprises measuring and monitoring the speed of the vehicle. The predetermined threshold level for lateral acceleration may be about 0.2 g (or about 6.4 ft/sec2) and the predetermined speed level is about 30 miles per hour. The predetermined period of time may be about 1 second, for example. The method may include allowing the spring member to be compressed when the unsprung mass portion moves toward the sprung mass portion, but not allowing the spring member to expand, which includes: activating an electro-mechanical actuator of a movable tongue system; and using the electro-mechanical actuator, moving a tongue member of the movable tongue system toward a first slider portion of a first slider mechanism and into a series of teeth formed along the first slider portion, wherein the first slider portion is slidably coupled to a second slider portion of the first slider mechanism, and wherein the movable tongue system is attached to the second slider portion.
- In accordance with another aspect of the present invention, a method of improving vehicle stability during abrupt turning maneuvers is provided. This method includes the following steps described in this paragraph. The order of the steps may vary, may be sequential, may overlap, may be in parallel, and combinations thereof, if not otherwise stated. A lateral acceleration measurement of a vehicle is obtained. If the lateral acceleration measurement exceeds a predetermined lateral acceleration level, then for a predetermined period of time, an electro-mechanical actuator is activated. The electro-mechanical actuator is part of a moveable tongue system. The moveable tongue system further includes a tongue member. Using the electro-mechanical actuator when activated, the tongue member is driven against a first slider portion of a first slider mechanism at a location upon a path of movement for a series of teeth formed along the first slider portion. The first slider portion is slidably coupled to a second slider portion of the first slider mechanism. The movable tongue system is attached to the second slider portion. The first slider mechanism is mechanically coupled between a sprung mass portion and an unsprung mass portion of the vehicle. A vehicle wheel is rotatably coupled to the unsprung mass portion. A spring member is biased between the sprung mass portion and the unsprung mass portion of the vehicle. When the tongue member is driven against the first slider portion and when the tongue member engages into the series of teeth, the spring member is prevented from expanding. The tongue member may be driven against the first slider portion and when the tongue member engages into the series of teeth, allowing the spring member to be compressed. The obtaining the lateral acceleration measurement may be performed by an acceleration measuring device comprising an accelerometer. The determining if the lateral acceleration measurement exceeds the predetermined lateral acceleration level may be performed by a triggering device comprising a microprocessor.
- The foregoing has outlined rather broadly features of the present invention in order that the detailed description of the invention that follows may be better understood. Additional features and advantages of the invention will be described hereinafter, which form the subject of the claims of the invention. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures or processes for carrying out the same purposes of the present invention. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the invention as set forth in the appended claims.
- The following is a brief description of the drawings, which illustrate exemplary embodiments of the present invention and in which:
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FIGS. 1A-4 illustrate a fish-hook maneuver for a stock test vehicle without using an embodiment of the present invention; -
FIGS. 5-7 show various portions and various views of a first illustrative embodiment of the present invention; -
FIGS. 8A-11 illustrate a fish-hook maneuver test while using the first embodiment of the present invention; -
FIG. 12 shows a ratchet mechanism of a second illustrative embodiment of the present invention; -
FIGS. 13-16 show various views of a third illustrative embodiment of the present invention; -
FIGS. 17 and 18 are simplified views of ratchet mechanisms to show two illustrative ways to prevent the shaft member from being pulled completely out of the hollow member; -
FIGS. 19A-19D show enlarged views of the teeth on the shaft member moving relative to the tongue member for the first embodiment (corresponding toFIG. 7 ) during a use of the system; -
FIGS. 20A-20D illustrate a set of teeth and a tongue member of a fourth illustrative embodiment of the present invention; -
FIGS. 21A-21D illustrate a set of teeth and a tongue member of a fifth illustrative embodiment of the present invention; -
FIGS. 22A-22E show some illustrative examples for teeth patterns that may be implemented in an embodiment of the present invention; -
FIGS. 23A-23E show some illustrative examples for cross-sections of tongue members that may be implemented in an embodiment of the present invention; -
FIGS. 24A-24Q show some illustrative examples for end profiles of tongue members that may be implemented in an embodiment of the present invention; -
FIG. 25 illustrates a set of teeth and a tongue member of a sixth illustrative embodiment of the present invention; -
FIG. 26 is a side view showing part of a seventh embodiment of the present invention; -
FIG. 27 shows a system of an eighth embodiment of the present invention operably installed on a vehicle; -
FIG. 28 shows a system of a ninth embodiment of the present invention operably installed on a vehicle; -
FIG. 29 shows a system of a tenth embodiment of the present invention operably installed on a vehicle; -
FIG. 30 is a side view of a slider mechanism and movable tongue system of an eleventh embodiment of the present invention; -
FIGS. 31-34 show simplified schematics for components of the first embodiment; -
FIG. 35 is a detailed electrical schematic for components of the first embodiment; -
FIG. 36 is a simplified schematic for components of an embodiment of the present invention; -
FIGS. 37A-37C illustrate a shaft member with a single tooth and a tongue member of a twelfth illustrative embodiment of the present invention; -
FIG. 38 illustrates a shaft member with a single tooth and a tongue member of a thirteenth illustrative embodiment of the present invention; and -
FIG. 39 shows a system of a fourteenth embodiment of the present invention operably installed on a vehicle. - 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 shown 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.
- Generally, an embodiment of the present invention may be used to improve the handling and stability of a vehicle during a severe turning maneuver or an emergency steering maneuver. In a preferred embodiment, a system of the present invention may be activated when a severe turning maneuver or an emergency steering maneuver is sensed. Thus, during most normal driving situations the system would simply monitor certain conditions of the vehicle and remain inactive (i.e., not interfering with the stock suspension functions of the vehicle). These and other aspects of illustrative embodiments of the present invention will be described next.
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FIGS. 1A-4 illustrate a fish-hook maneuver, which is similar to a dynamic rollover testing maneuver adopted by the National Highway Traffic Safety Administration (NHTSA) in 2003 to evaluate and rate vehicles for rollover potential.FIGS. 1A, 2A , and 3A illustrate the movement of the vehicle'ssteering wheel 20 during a fish-hook maneuver.FIGS. 1B, 2B , and 3B illustrate rear views of a typical sport utility vehicle (SUV) 22 (without using an embodiment of the present invention) corresponding to the different stages of the fish-hook maneuver and corresponding to the steering wheel positions ofFIGS. 1A, 2A , and 3A.FIG. 4 is a plan view illustrating the motion of theSUV 22 during the fish-hook maneuver. - An actual fish-hook maneuver rollover test is typically performed at a testing facility having a large, flat, level skid pad area with a straight runway leading to the skid pad area. Also, the
vehicle 22 typically has outriggers (not shown) installed thereon to prevent thevehicle 22 from actually rolling over when a rollover would otherwise occur. To perform a fish-hook maneuver, the test driver begins by driving along a straight line (see e.g.,line 24 ofFIG. 4 ) at some predetermined speed (e.g., 35-50 mph). Thus, at this stage thesteering wheel 20 is held straight, as shown inFIG. 1A , and thevehicle 22 is level relative to theground surface 26, as shown inFIG. 1B . In this example, thevehicle 22 is traveling at 45 mph. - Next, the
steering wheel 20 is quickly and abruptly (preferably as fast as humanly possible) turned to the right 180 degrees, as shown inFIG. 2A . In this fish-hook test, the driver removes his foot from the gas pedal at the same time the right turn is initiated, and the gas and brake pedals are not pressed throughout the remainder of the fish-hook maneuver. Often thesteering wheel 20 will have aknob 28 pivotably attached thereto, as shown inFIGS. 1A, 2A , and 3A, during testing to allow the driver to turn thesteering wheel 20 faster. As thevehicle 22 turns to the right side, the centrifugal force of the turn exerts a lateral acceleration on the vehicle body. This centrifugal force causes the vehicle body to lean and tilt downward on the left side, compressing the rear springs on the left side. This is illustrated inFIG. 2B . Often the right side will be raised during this tilting, as shown inFIG. 2B . Note the tilt angle of theSUV 22 inFIG. 2B and note that the center ofgravity 30 is raised (as compared toFIG. 1B ). In other vehicles, the center of gravity 30 (at this stage) may be raised, lowered, or remain about the same, depending on the springs and shocks of thevehicle 22. - Just as the
steering wheel 20 reaches the 180 degree position shown inFIG. 2A , the driver immediately and quickly turns thesteering wheel 20 as far as possible in the opposite direction (e.g., about 450 degrees, depending on the vehicle), as shown inFIG. 3A . Referring again toFIG. 4 , thevehicle 22 then proceeds to turn left until it stops. As thevehicle 22 begins to turn left, the weight of the sprung mass of the vehicle 22 (e.g., frame and body) is rapidly shifted to the right side, as shown inFIG. 3B . This reverses the downward force that was compressing the left-side springs, and the left-side springs begin expanding towards the preloaded level (seeFIG. 1B ). Hence, the potential energy that was stored in the left-side spring is quickly released as the weight of the vehicle is quickly shifted toward the right side. The left-side spring then pushes up on the left side of the vehicle frame (on the inside of the turn), only limited by the dampening effect of the shock absorbers and the counter spring force of the anti-sway bar (if any). This force exerted on the left side of thevehicle 22 adds to the weight transfer and tilting toward the right side caused by the centrifugal force. This spring force from the left side helps to overcome the inertia of the prior left-side weight transfer to build momentum in the tilting toward the right side. This tilting momentum can then be easily maintained by the centrifugal force toward the right side, as well as the forward momentum of thevehicle 22, and generate a rollover situation. Note also inFIG. 3B that the center ofgravity 30 of the vehicle is further raised. Raising the center ofgravity 30 of avehicle 22 generally worsens its handling abilities and decreases its stability. As the center ofgravity 30 is raised, the moment arm between the center ofgravity 30 and the tilt center point is increased, which makes it easier to roll over thevehicle 22 for a given centrifugal force acting on the center of gravity 30 (i.e., more leverage provided). - There are different types of fish-hook maneuver tests, including the Roll Rate Feedback Fishhook and the Fixed Timing Fishhook (among others). The most common scenario leading to untripped rollover, according to NHTSA is when a driver, through fatigue or distraction allows the right wheels to drop off-the right pavement edge. The driver attempts to get back on the paved roadway by abruptly steering to the left. The lip between the pavement and shoulder may require a substantial steer angle to rise out of the drop-off lip. Once the vehicle overcomes the lip, the driver may not anticipate the quick directional change to the left once the vehicle is on full pavement. The driver then rapidly counter-steers to the right in an attempt to recover. The Roll Rate Maneuver format takes into account an individual vehicle's handling characteristics, while the Fixed Time format does not. The Roll Rate format, according to NHTSA reports, appears to be more acceptable because it accounts for the different weight and handling characteristics of each make and model. Both maneuvers may be conducted with an automated steering controller, and the reverse steer of the fish-hook maneuver may be timed to coincide with the maximum roll angle to create an objective “worst case.”
- In the example of
FIGS. 1A-4 , an embodiment of the present invention may be used to prevent the left-side springs from adding to and/or initiating a tilt movement toward the right side. In addition, an embodiment of the present invention may be used to effectively stiffen the suspension and lower the center ofgravity 30 of thevehicle 22, both of which may greatly improve the handling and stability of the vehicle 22 (especially an SUV or truck having a relatively high center of gravity compared to most cars). -
FIGS. 5-7 show various portions and various views of a first illustrative embodiment of the present invention.FIG. 5 is a rear view of anSUV 22 having a vehiclestability control system 32 installed thereon, in accordance with the first illustrative embodiment of the present invention. Portions of thevehicle 22 are not shown or are shown in dashed lines to better illustrate thesystem 32 of the first embodiment. InFIG. 5 , the following portions of thevehicle 22 are shown: part of theframe 34, therear transaxle 36, therear tires 38, therear shocks 40, and a cross-section view of the rear springs 42. - A
system 32 of a preferred embodiment includes a signal generating device, a triggering device, a movable tongue system, and a ratchet mechanism. In the first embodiment, anelectrical device 44 includes a signal generating device and a triggering device. Theelectrical device 44 is electrically coupled to amovable tongue system 46. The signal generating device of the first embodiment includes an acceleration measuring device, such as a semiconductor accelerometer, for example. The accelerometer of the first embodiment is installed in a position to output a voltage signal corresponding to a lateral acceleration of the vehicle 22 (due to centrifugal force). As will be discussed below, other signal generating devices may be implemented in other embodiments of the present invention. The triggering device of the first embodiment includes a microprocessor and amplifiers. A voltage output of the accelerometer corresponding to a lateral acceleration measurement is electrically connected to an input of the microprocessor. The microprocessor includes an A/D converter and software. The A/D converter converts the analog signal output from the accelerometer to a corresponding digital signal. The software residing in the microprocessor includes logic to evaluate the lateral acceleration values. If the lateral acceleration meets or exceeds a predetermined threshold level (e.g., for a certain number of cycles), then the microprocessor changes its output to the amplifiers. The amplifiers raise the voltage and current to a level to activate the electro-mechanical actuator 48 of the movable tongue member 46 (described below). More details about theelectrical device 44 will be described below, as well as some possible variations on the signal generating device and the triggering device. - The
movable tongue system 46 is attached to theratchet mechanism 52 inFIGS. 5-7 . The movable tongue system of the first embodiment includes amovable tongue member 54 and an electro-mechanical actuator 48. Acover 50 of themovable tongue system 46 is broken away inFIGS. 6 and 7 to reveal the components therein. There are many possible variations and alternatives for thetongue member 54 and the electro-mechanical actuator 48, as will be discussed below. -
FIGS. 6 and 7 are cross-section views showing themovable tongue system 46 and theratchet mechanism 52 of the first illustrative embodiment for the left side of the vehicle 22 (see also inFIG. 5 ). The electro-mechanical actuator 48 of the first embodiment includes a solenoid. Thesolenoid 48 is electrically coupled to the electrical device 44 (seeFIG. 5 ), and is mechanically coupled to the tongue member 54 (seeFIGS. 6 and 7 ). Thesolenoid 48 is used to move thetongue member 54 from afirst tongue position 61 to or toward asecond tongue position 62. InFIG. 6 , thetongue member 54 is shown in the first tongue position 61 (retracted), and thetongue member 54 ofFIG. 7 is shown in the second tongue position 62 (engaging the teeth 64). When thesolenoid 48 is not activated by theelectrical device 44, atongue spring 66 biases thetongue member 54 to or toward the first tongue position 61 (seeFIG. 6 ). - The
ratchet mechanism 52 of the first embodiment has afirst slider portion 71 and asecond slider portion 72. Thesecond slider portion 72 in this case is an elongated hollow member having anopen end 74. Thefirst slider portion 71 in this case is an elongated shaft member. A series ofteeth 64 are formed along theshaft member 71. Theseteeth 64 are formed by a series ofrecesses 76 formed in theelongated shaft 71. In the first embodiment, theteeth 64 have a beveled side and a flat side, to provide the ratcheting function for this case. The distal end of thetongue member 54 for the first embodiment has a rectangular-shaped profile and is adapted to fit into therecesses 76 between theteeth 64, as shown inFIG. 7 . When thesolenoid 48 drives thetongue member 54 toward thesecond tongue position 62 and into the series ofteeth 64, theratchet mechanism 52 is permitted to be compressed but is restricted from expanding. - Still referring to
FIGS. 6 and 7 , afirst connector member 81 is attached to and extends from thefirst slider portion 71. Similarly, asecond connector member 82 is attached to and extends from thesecond slider portion 72. In this example, thesecond connector member 82 is a bolt extending through an end of the elongatedhollow member 72 and held in place by a corresponding nut. Thefirst connector member 71 in this example is a Heim joint connector bolted to a bracket extending from an end of theshaft member 71. Referring again toFIG. 5 , thesecond connector member 82 is bolted to aframe bracket 84, which is attached to aframe rail 34 of thevehicle 22. In other embodiments, theframe bracket 84 may be an integral part of thevehicle frame 34. Theframe bracket 84 preferably bolts to theframe 34 in an aftermarket installation. However, theframe bracket 84 may be attached to theframe 34 in other ways (e.g., welded). In some embodiments, aframe bracket 84 may not be needed (e.g., whenratchet mechanism 52 attaches directly to frame, body, or shock tower of the vehicle 22). Thefirst connector member 81 of the first embodiment is bolted to aleaf spring bracket 86, which is a suspension component in this case. TheSUV 22 ofFIG. 1 has leaf springs 42. Only cross-section views of theleaf springs 42 are shown inFIG. 5 . As is a typical configuration, a vehicle shock absorber 40 (dampener) is also attached between thevehicle frame 34 and theleaf spring bracket 86. Thus, theratchet mechanism 52 is mechanically coupled between a sprung mass portion of thevehicle 22 and a movable unsprung mass portion of thevehicle 22. In this case, the unsprung mass portion includes arear transaxle assembly 36, as is common on many SUVs and trucks. - It should also be noted that the
ratchet mechanism 52 of the first embodiment may be flipped. That is, theshaft member 71 may be mechanically coupled to the sprung mass portion of thevehicle 22, and thehollow member 72 may be mechanically coupled to the unsprung mass portion in other embodiments. - Still referring to
FIGS. 5-7 , thetongue member 54 extends through aside hole 88 formed in the side of the elongatedhollow member 72 when thetongue member 54 is in the second tongue position 62 (seeFIG. 7 ). Referring toFIG. 6 , when thetongue member 54 is retracted by thetongue spring 66 expanding (i.e., not extending past theside hole 88 in this case) (when thesolenoid 48 is not activated), the first slider portion (shaft member 71) is free to slide into and out of the second slider portion (elongated hollow member 72). Thus, in the configuration ofFIG. 6 , thesystem 32 of the first embodiment does not hinder the movement and motion of the unsprung mass portion relative to the sprung mass portion of thevehicle 22, and theshaft member 71 freely slides within the elongatedhollow member 72, as a slider mechanism. But when thesolenoid 48 is activated (energized) to drive thetongue member 54 toward thesecond tongue position 62, thetongue member 54 slides into arecess 76 and engages the series ofteeth 64. The beveling of theteeth 64 allow a sufficient compressive force exerted on theratchet mechanism 52 to force thetongue member 54 toward thefirst tongue position 61 as it slides along the beveled side of atooth 64. But thetongue member 54 engaging the flat side of the tooth 64 (seeFIG. 7 ) prevents theshaft member 71 from being pulled out of thehollow member 72. The functions of these actions will be explained next with regard toFIGS. 8A-11 and continuing reference to the first embodiment ofFIGS. 5-7 . -
FIGS. 8A-11 illustrate the same fish-hook maneuver test described above with reference toFIGS. 1A-4 , but with the use of the first embodiment of the present invention. As will be shown, having thesystem 32 of the first embodiment operably installed on thevehicle 22, as shown inFIG. 5 , improves the stability and controllability of thevehicle 22. In this example, thesystem 32 is only installed on the rear suspension of thevehicle 22. In other embodiments (not shown), thesystem 32 may be installed on the front and rear suspensions, or only on the front suspension, for example.FIGS. 8A and 8B are the same asFIGS. 1A and 1B , but with thesystem 32 on and not activated yet. In other words, thesolenoid 48 is not activated and thetongue member 54 is in the first tongue position 61 (retracted), as shown inFIG. 6 . For purposes of comparison, thesame vehicle 22 is again traveling at 45 mph for the fish-hook maneuver, but with thesystem 32 of the first embodiment operably installed thereon. When the system is on, the accelerometer is continuously measuring the lateral acceleration of the vehicle 22 (corresponding to the centrifugal force experienced by the vehicle 22). Also, the microprocessor is continuously receiving and processing output signals from the accelerometer, to determine if the lateral acceleration has met or exceeded the predetermined threshold level. During normal driving conditions, the lateral acceleration rarely, if ever, exceeds the predetermined threshold level while the vehicle is traveling at high speeds (e.g., above 30-40 mph). - Referring now to
FIGS. 9A, 9B , and 11, thesteering wheel 20 is abruptly turned to the right 180 degrees. When thesteering wheel 20 is quickly turned 180 degrees while thevehicle 22 is traveling 45 mph, for example, the centrifugal forces exerted on the vehicle body will generate a lateral acceleration measurement in the accelerometer that exceeds the threshold level, and thus, thesystem 32 is activated (triggered). The microprocessor then activates the solenoid 48 (via the amplifiers) as long as the lateral acceleration exceeds about 0.2 g, for example, and then for a predetermined amount of time (e.g., about 1 second). In other embodiments and applications, the lateral acceleration for activating thesystem 32 may be increased or decreased, and the predetermined amount of time may be increased or decreased, as needed or desired. The activatedsolenoid 48drives tongue member 54 toward the second tongue position 62 (seeFIG. 7 ). In the first embodiment, both sides are activated. On each side, thetongue member 54 engages theteeth 64 on theshaft member 71, and theratchet mechanism 52 begins to limit the movement of the suspension. When thesystem 32 is activated, the suspension on each side is permitted to further compress, but the suspension is prevented from expanding on each side. In other words, the sprung mass portion is permitted to move toward the unsprung mass portion, but the sprung mass portion is not permitted to move away from the unsprung mass portion by theratchet mechanisms 52.FIG. 9B may be the same or similar toFIG. 2B . Thesystem 32 has the most effect on thevehicle 22 when the driver abruptly changes direction of steering, as when a driver in an emergency situation counter-steers while trying to return to his/her lane, trying to avoid going off the road, and/or trying to avoid hitting another object (e.g., on coming traffic, another car, a person, an animal, a tree, a barrier, a wall, a guardrail, a ditch, etc.). - Returning again to the fish-hook maneuver at
FIGS. 10A-11 , the driver next turns thesteering wheel 20 immediately and quickly in the opposite direction (left in this case) as far as possible (worst case). As the centrifugal force acting on the center ofgravity 30 reverses direction and as the vehicle body weight is transferred toward the right side, the right side of the suspension begins to be compressed, as shown inFIG. 10B . Because the system is activated and theratchet mechanisms 52 are preventing expansion of the rear suspension, the left side of the rear suspension is prevented from expanding and the left side of thevehicle 22 is not pushed upward by the left-rear leaf spring 42. Thus, thesystem 32 prevents the left-rear spring 42 from adding to the centrifugal forces tilting thevehicle 22 to the right side. Also, thesystem 32 prevents the center ofgravity 30 from being raised (compareFIG. 10B toFIG. 3B ), which improves the handling and stability of thevehicle 22 during this extreme maneuver. Furthermore, by keeping thesprings 42 compressed, the rear suspension is effectively stiffened because the spring rate is increased as thesprings 42 are compressed. By stiffening the rear suspension and lowering the center ofgravity 30, theSUV 22 takes on handling characteristics more like a sports car. The result is better handling and more stability (as compared to the stock suspension). - Testing the system of the first embodiment on a 1991 Ford Explorer (the first test vehicle) revealed numerous advantages and benefits. For this first test vehicle, one leaf of the leaf spring was removed on each side of the rear suspension. The testing was performed by a unbiased and experienced professional test driver at the Continental Proving Grounds in Uvalde, Texas. Without the
system 32 of the first embodiment on, thefirst test vehicle 22 reached rollover during a fish-hook maneuver at 45 mph (seeFIG. 3B ). During the testing, thefirst test vehicle 22 was prevented from actually rolling over by safety outriggers extending from the sides of the vehicle 22 (i.e., outriggers were touching the ground and inside wheels were off the ground). With thesystem 32 turned on, thefirst test vehicle 22 does not reach rollover during a fish-hook maneuver at 45 mph (seeFIG. 10B ) and thevehicle 22 is stable. A comparison of the paths traveled with and without thesystem 32 turned on (compareFIGS. 4 and 11 ) reveals a dramatic difference in the turningradius 90. InFIG. 4 , without thesystem 32 turned on, thevehicle 22 had a turningradius 90 between about 131 feet and about 141 feet. In contrast, the results shown inFIG. 11 with thesystem 32 turned on, provided aturning radius 90 between about 79 feet and about 115 feet. - Further tests of the
first test vehicle 22 at higher speeds with thesystem 32 turned off were not performed because thevehicle 22 was already reaching rollover at 45 mph. However, further tests of thefirst test vehicle 22 with thesystem 32 turned on were performed at much higher speeds, without rollover. As the speeds increased, the turningradius 90 tended to decrease dramatically and then slowly increase because thevehicle 22 began to experience rear wheel sliding, rather than rollover, which caused the back end of thevehicle 22 to come around at a sharper angle. Performing the same fish-hook maneuver test with thefirst test vehicle 22 at 50, 55, 60, 65, and 70 mph provided turning radiuses of about 82, 19, 24, 26, and 32 feet, respectively. Even at up to 70 mph, thefirst test vehicle 22 with thesystem 32 turned on did not reach rollover. Instead of rolling over at such higher speeds, thefirst test vehicle 22 tended to lose traction at therear tires 38 and therear tires 38 would slide, which is what a sports car would do in such a maneuver at high speed. - One phenomena discovered during testing of the first embodiment of
FIGS. 5-7 on thefirst test vehicle 22 was that the leaf spring suspension of thisvehicle 22 allowed therear transaxle 36 to shift left (and right) relative to the vehicle frame and body during hard cornering. As a result, the outside tire of thevehicle 22 had a tendency to rub against the elongatedhollow member 72 of the first embodiment (seeFIG. 5 ). This created a braking effect on the rear outside tire during hard cornering, whether thesystem 32 was turned on or not, which was also improving the cornering of the first test vehicle 22 (as compared to thesystem 32 not being installed on the vehicle 22). It was also found that thetire 38 engaging thehollow member 72 kept the suspension from moving lateral any farther. -
FIG. 12 illustrates a second illustrative embodiment of the present invention, which may be used to address this situation where the rear suspension is permitted to shift laterally during hard cornering. Thesystem 32 of the second embodiment inFIG. 12 is similar to the first embodiment ofFIGS. 5-7 , except that aroller member 92 has been added. Theroller member 92 is rotatably coupled to the elongatedhollow member 72 in the second embodiment, and is permitted to freely rotate about thehollow member 72. Thus, if thetire 38 adjacent to theroller member 92 is pressed against thesystem 32 of the second embodiment, thetire 38 will engage theroller member 92. Then, theroller member 92 will allow thetire 38 to continue rolling with less interference from thesystem 32. It is contemplated that theroller member 92 may have a predetermined amount of rotational friction to allow theroller member 92 to provide a slight braking action on thetire 38, when thetire 38 engages theroller member 92. It is also contemplated that theroller member 92 may have a controllable and/or variable amount of rotational friction to provide a more advanced braking of thetire 38, when the tire engages theroller member 92. In many embodiments and applications of the present invention, however, aroller member 92 may not be desired or may not be needed. - The
shaft member 71 and thehollow member 72 of the first illustrative embodiment ofFIGS. 5-7 each have a generally square cross-section shape. In the first illustrative embodiment, which was installed and used on thefirst test vehicle 22, theshaft member 71 has a cross-section of about 2 inches by 2 inches. If desired, an embodiment of the present invention may be easily modified and/or installed differently on avehicle 22 to prevent thetires 38 from rubbing against thesystem 32. For example, the first embodiment may be installed parallel to the shock absorber 40 (seeFIG. 5 ). As another example, the first embodiment may be made with a thinner shaft member 71 (e.g., 1 inch by 2 inches, rectangular shaped). It should also be noted that theshaft member 71 of an embodiment may have any suitable cross-section shape, including (but not limited to) the following shapes: circular, rounded, rounded comers, square, rectangular, triangular, pentagonal, hexagonal, octagonal, and arbitrarily shaped, for example. The size, proportions, and dimensions of theshaft member 71 may vary for other embodiment as well. Correspondingly, the inside portion of thehollow member 72 will preferably mate with theshaft member 71 to provide smooth sliding. However, the inside portion of thehollow member 72 may have a slightly different shape than the shaft member 71 (e.g., additional slot). The outside shape of thehollow member 72 will often be the same as, about the same as, or similar to the inside shape of the hollow member 72 (e.g., an extruded tubular member used to construct the hollow member 72). The outside shape of thehollow member 72 may have a different shape than the inside of thehollow member 72. -
FIGS. 13-16 show various views of a third illustrative embodiment of the present invention. A 2005 Ford Explorer (“the second test vehicle”) was tested with the third embodiment installed thereon. The third embodiment is similar to the first embodiment, except that theshaft member 71 is made thinner to provide clearance for thetires 38, and thesystem 32 is adapted to be mounted on a different vehicle 22 (i.e., the second test vehicle). The 2005 Ford Explorer has independent rear suspension withcoil springs 42, rather than the leaf spring suspension with the solid rear transaxle of the first test vehicle. This illustrates that an embodiment of the present invention may be adapted to work with any vehicle and with any type of suspension system, including (but not limited to): solid axle, independent suspension systems, McPherson Struts suspension, double wishbone, trailing arm, three link, Packard arm, progressive rate springs, uniform rate springs, coil over shocks, torsion bar, and others, for example. Theshaft member 71 of the third embodiment has a rectangular cross-section that has dimensions of about 1 inch by 2 inches. The system of the third embodiment provides enough clearance for thetires 38 so that the tires should never touch thesystem 32 during use. - Initial testing of the third embodiment on the
second test vehicle 22 performing fish-hook maneuvers up to 40 mph (as described regardingFIGS. 1A-4 above) has revealed dramatic improvements in handling, stability, and controllability, as the first embodiment did on the first test vehicle. Thesecond test vehicle 22 includes a roll stability control system, as a feature of the 2005 Ford Explorer (provided by Ford as OEM equipment). The Ford roll stability control system continuously determines if the vehicle may be approaching a situation where rollover is probable and applies braking to the wheels individually in an effort to prevent rollover. With the Ford system off and thesystem 32 of the third embodiment turned off, the second test vehicle is expected to perform better than the first test vehicle (with the system off) and is expected to have a higher rollover speed during a fish-hook maneuver, primarily due to the independent rear suspension. During initial testing with the Ford system on and thesystem 32 of the third embodiment turned off, the second test vehicle still exhibited the tendency to roll (extreme tilting of the vehicle body) and allowed the center ofgravity 30 at the rear of thevehicle 22 to be raised significantly, and perhaps more than having the Ford system turned off. Using the Ford system in a fish-hook maneuver often caused the outside front tire to lock up and slide (constantly on some occasions and with a pulsing frequency on other occasions). This extreme braking on the outside front tire caused the second test vehicle to slow rapidly, but it also caused the vehicle to dive and transfer much of the body weight to the front outside tire. In some tests, the front outside tire was deflecting extremely due to the greater braking on that wheel by the Ford system and due to the weight shift. This shift of body weight to the right front tire caused a lifting of the rear portion of the vehicle. The use of the Ford system (without the use of thesystem 32 of the third embodiment) did reduce the turning radius and reduce the risk of rollover, but mostly because the vehicle was slowed significantly by the extreme braking applied automatically by the Ford system. Hence, the tests with the Ford system on were not under the same conditions of the prior fish-hook maneuver tests because the brakes were applied (as compared to the tests discussed regardingFIGS. 1A-4 andFIGS. 8A-11 where the brakes were not applied). - The second test vehicle was also tested with the Ford system on and off, and with the system of the third embodiment of the present invention turned on. In both cases, the
system 32 of the third embodiment provided improvements to handling and controllability of the vehicle, provided a decreased turningradius 90, provided a lowering of the vehicle's center of gravity 30 (rather than raising), and significantly reduced the tilt of the vehicle body, as compared to not using thesystem 32 of third embodiment (with or without the use of the Ford system). The combination of the computer-controlled braking of the Ford system and the control of the expansion of the rear springs 42 with thesystem 32 of the third embodiment provided the best test results. Thus again, an embodiment of the present invention still improves the handling and stability of the vehicle during a fish-hook maneuver test, even when the vehicle is equipped with an advanced braking control system. -
FIGS. 14 and 15 show perspective views of theratchet mechanism 52 for the third illustrative embodiment.FIG. 16 is an enlarged side view showing a portion of theratchet mechanism 52 of the third embodiment. Themovable tongue system 46 is not shown inFIGS. 14 and 15 , which reveal a mountingplate 94 welded to thehollow member 72. This mountingplate 94 may be used to firmly attach themovable tongue system 46 to theratchet mechanism 52. Aslot 96 is formed through the mountingplate 94 and is aligned with theside hole 88 formed through a sidewall of thehollow member 72. Thisslot 96 allows themovable tongue member 54 of the third embodiment to extend into thehollow member 72 and engage theteeth 64 on the shaft member 71 (i.e., at the second tongue position 62). InFIG. 14 , theratchet mechanism 52 is shown at a normal ride height for thesecond test vehicle 22. InFIGS. 15 and 16 , theratchet mechanism 52 is shown fully extended, such extension being limited by astop pin 98. For the third embodiment, theshaft member 71 has a slot or groove 100 formed along a side of theshaft member 71, as shown inFIG. 16 . Thestop pin 98 extends through a side wall of thehollow member 72 and slides within thegroove 100 as theshaft member 71 moves in and out of thehollow member 72. In the third embodiment, thestop pin 98 is a bolt with a rounded end. Thegroove 100 terminates before the end of theshaft member 71 and thepin 98 restricts theshaft member 71 from being pulled completely out of thehollow member 72. Hence, when avehicle 22 is jacked up (e.g., when changing a tire or replacing brake pads) and the suspension is permitted to expand, theshaft member 71 will not be permitted to completely exit thehollow member 72. - As is also shown in
FIGS. 14 and 15 , theteeth 64 are formed along theshaft member 71 to correspond with an expected range of travel for the vehicle suspension during an extreme turning maneuver. Hence, the number ofteeth 64 and the placement of theteeth 64 along theshaft member 71 may vary for different embodiments of the present invention. -
FIGS. 17 and 18 are simplified views of ratchet mechanisms 52 (teeth and movable tongue system not shown) to show two illustrative ways (among many others) to prevent theshaft member 71 from being pulled completely out of thehollow member 72. The configuration shown inFIG. 17 is essentially the same as that of the third embodiment (FIGS. 14-16 ), in that astop pin 98 is fixed to thehollow member 72 and thegroove 100 is formed in theshaft member 71.FIG. 18 shows an opposite configuration. InFIG. 18 , aslot 100 is formed in, partially through or through, a sidewall of thehollow member 72 and astop pin 98 extends from theshaft member 71 and into (or through) theslot 100. Thus, inFIG. 18 , thepin 98 moves with theshaft member 71 and theslot 100 remains fixed relative to thehollow member 72. As will be apparent to one of ordinary skill in the art, there are many other ways (not shown) to prevent theshaft member 71 from being completely removed from thehollow member 72. Although preferred for most applications, an embodiment of the present invention may not include a way to prevent theshaft member 71 from being completely removed from thehollow member 72. -
FIGS. 19A-19D show enlarged views of theteeth 64 on theshaft member 71 moving relative to thetongue member 54 for the first embodiment (corresponding toFIG. 7 ) during a use of thesystem 32. InFIG. 19A , thetongue member 54 is being driven toward the second tongue position 62 (as indicated by arrow 102) and is engaging theteeth 64 on theshaft member 71. Also inFIG. 19A , theshaft member 71 is being moved upward (as indicated by the arrow 104) as theratchet mechanism 52 is being compressed by the unsprung mass portion of thevehicle 22 moving toward the sprung mass portion of the vehicle 22 (e.g., when the suspension on that side being compressed by the body roll or tilt during a turn).FIGS. 19B and 19C show the motion ofFIG. 19A continued. As the beveled side of atooth 64 meets thetongue member 54, thetongue member 54 is pushed back toward thefirst tongue position 61, even though thesolenoid 48 is still exerting a force on thetongue member 54 to drive thetongue member 54 toward the second tongue position 62 (as indicated by arrow 102). Hence, the upward force exerted on theshaft member 71 by the vehicle suspension being compressed is sufficient to overcome the force of thesolenoid 48. Thesolenoid 48 should be sized appropriately for thesystem 32 to permit this motion to happen during use of thesystem 32. Preferably thesolenoid 48 is sized so that the force of thesolenoid 48 is sufficient to hold thetongue member 54 in thesecond tongue position 62 when needed (e.g., when theshaft member 71 moves the flat side of atooth 64 toward the tongue member 54) but not so strong that thetongue member 54 is bent or theteeth 64 are damaged when theshaft member 71 moves the beveled side of atooth 64 toward the tongue member 54 (as inFIGS. 19A-19C ). When thesystem 32 is activated (as inFIGS. 7 and 19 A-19D) and the spring of the suspension tries to expand the suspension (push up on the vehicle body) (as indicated byarrow 106 inFIG. 19D ), the flat side of atooth 64 engages with thetongue member 54, as shown inFIG. 19D . This prevents further sliding of theshaft member 71 in thatdirection 106, and thus prevents the suspension from expanding. Hence,FIGS. 19A-19D have illustrated the ratcheting effect provided by theratchet mechanism 52 and themovable tongue system 46 for the first embodiment ofFIGS. 5-7 . - In the first, second, and third embodiments discussed above, one particular combination of a tongue member configuration and a tooth configuration is shown, i.e., a rectangular-tipped
tongue member 54 andteeth 64 beveled on one side (see e.g.,FIGS. 6, 7 , and 19A-19D). However, there are many possible teeth configurations and many possible tongue member configurations that may be used in an embodiment of the present invention. Next, some illustrative examples (among many others not shown) of different teeth configurations and different tongue member configurations will be discussed with reference toFIGS. 20A-25 . -
FIGS. 20A-20D illustrate a set ofteeth 64 and atongue member 54 of a fourth illustrative embodiment of the present invention. InFIGS. 20A-20D , theteeth 64 have a curved side and a flat side, and thetongue member 54 has a curved side and a flat side.FIGS. 20A-20D illustrate for the fourth embodiment the same motion of theshaft member 71 relative to thetongue member 54 that was illustrated for the first embodiment inFIGS. 19A-19D . Hence, theteeth 64 andtongue member 54 ofFIGS. 20A-20D provide another way to provide the ratchet effect for aratchet mechanism 52 of an embodiment. -
FIGS. 21A-21D illustrate a set ofteeth 64 and atongue member 54 of a fifth illustrative embodiment of the present invention. InFIGS. 21A-21D , theteeth 64 have flat sides, and thetongue member 54 has a beveled side and a flat side.FIGS. 21A-21D illustrate for the fifth embodiment the same motion of theshaft member 71 relative to thetongue member 54 that was illustrated for the first embodiment inFIGS. 19A-19D . Hence, theteeth 64 andtongue member 54 ofFIGS. 21A-21D show yet another way to provide the ratchet effect for aratchet mechanism 52 of an embodiment. Also, the fifth embodiment illustrates that theteeth 64 may have a square or non-beveled pattern, while still providing a ratcheting effect via thetongue member 54. -
FIGS. 22A-22E show some illustrative examples (among many others not shown) for teeth patterns that may be implemented in an embodiment of the present invention. Theseteeth 64 shown inFIGS. 22A-22E are shown formed onshaft members 71, but may be formed on other components or portions of an embodiment. It should be noted that although eachtooth 64 of each corresponding set ofteeth 64 is the same for the illustrative embodiments shown and described herein thus far, theteeth 64 in a given set of teeth for an embodiment may not all be the same and may not all be uniformed spaced and/or uniformly distributed relative to each other. For example, the spacing betweenteeth 64 of a given set of teeth may vary at different locations along theshaft member 71. As another example (not shown),teeth 64 at the ends of a given set of teeth may differ from other teeth in the set. Also, a set ofteeth 64 for an embodiment may have any number of teeth (e.g., 1, 2, 3, 4, 10, 14, 31, etc.). -
FIGS. 23A-23E show some illustrative examples (among many others not shown) for cross-sections oftongue members 54 that may be implemented in an embodiment of the present invention. Hence, thetongue member 54 of an embodiment may have any suitable or desirable shape. The cross-section of thetongue member 54 may be uniform along the extent of thetongue member 54, or it may vary and differ at different locations along the extent of thetongue member 54. -
FIGS. 24A-24Q are side views showing ends of tongue members 54 (i.e., the end that engages theteeth 64 of a ratchet mechanism 52).FIGS. 24A-24Q show some illustrative examples (among many others not shown) for end profiles oftongue members 54 that may be implemented in an embodiment of the present invention. Hence, the end profile of atongue member 54 for an embodiment may have any suitable or desirable shape. Typically, the end profile shape will correspond to or be adapted to at least partially mate with a recess profile betweenteeth 64 and/or any other portion of one ormore teeth 64. -
FIG. 25 illustrates a set ofteeth 64 and atongue member 54 of a sixth illustrative embodiment of the present invention. Only part of thesystem 32 of the sixth embodiment is shown, for purposes of simplifying the drawing. InFIG. 25 , thetongue member 54 is larger and hasmultiple teeth 108, rather than just one “tooth” (i.e., the end of the tongue member 54).FIG. 25 illustrates that thetongue member 54 may be larger and that thetongue member 54 may have one ormore teeth 108 formed therein or formed thereon. It is further contemplated that in an embodiment (not shown) of the present invention thetongue member 54 may have a series of teeth 108 (as inFIG. 25 , or more) and theshaft member 71 may have only onetooth 64 or pin or tongue extending therefrom adapted to engage with theteeth 108 on thetongue member 54 to provide a ratcheting effect when engaged. -
FIG. 26 is a side view showing part of a seventh embodiment of the present invention. In the seventh embodiment, theratchet mechanism 52 is integrated with a shock absorber 40 (dampener). Thus, instead of having theratchet mechanism 52 mounted separately from the shock absorber 40 (as in the first in embodiment shown inFIG. 5 ), ashock absorber 40 may be replaced by aratchet mechanism 52 of the seventh embodiment. When thesystem 32 is on but not activated (i.e.,solenoid 48 is not drivingtongue member 54 toward second tongue position 62) for the seventh embodiment, theratchet mechanism 52 merely acts as a shock absorber. Theshock absorber 40 acts as ashaft member 71. A set ofteeth 64 may be attached to or integrally formed on afirst portion 111 of theshock absorber 40, as shown inFIG. 26 for example. Asecond portion 112 of theshock absorber 40 is slidably coupled to thefirst portion 111 of theshock absorber 40. Thesecond portion 112 of theshock absorber 40 is attached to or is an integral part of thehollow member 72. InFIG. 26 , a sidewall portion of thehollow member 72 is broken away to illustrate the portions of thesystem 32 otherwise hidden by thehollow member 72. Also, acover 50 of themovable tongue system 46 is broken away inFIG. 26 to show portions of themovable tongue system 46 that would be otherwise hidden. One of the advantages of the seventh embodiment is that it may save space by combining theshock absorber 40 with theratchet mechanism 52 of thesystem 32. Another advantage of the seventh embodiment is that thesystem 32 may be installed quickly and easily on avehicle 22 by simply replacing an existingshock absorber 40 with theratchet mechanism 52 of thesystem 32, rather than having to install separate brackets for the mounting theratchet mechanism 52. - Although the embodiments described thus far have slider mechanisms with
teeth 64 extending along a straight line, theratchet mechanism 52 may be configured differently for other embodiments.FIGS. 27-29 and 39 show some illustrative embodiments (among many others not shown) that have different types ofratchet mechanisms 52, and different installation positions in relation to the suspension system of thevehicle 22. -
FIG. 27 shows asystem 32 of an eighth embodiment of the present invention operably installed on avehicle 22. InFIG. 27 , a rear independent suspension system for one side of thevehicle 22 is shown. The wheel and tire are removed inFIG. 27 . Also, an outline for thebrake disc 114 of the disc brake system is shown in dashed line and thebrake disc 114 is shown transparently to illustrate the components located behind thebrake disc 114. Thebrake caliper 116 is shown. The suspension system has acoil spring 42, ashock absorber 40, anupper control arm 118, a wheel axle 120 (withwheel studs 122 extending therefrom), anupright member 124, and alower control arm 126, as shown inFIG. 27 . In the eighth embodiment shown inFIG. 27 , theratchet mechanism 52 of the vehiclestability control system 32 is attached between a sprung mass portion (e.g., frame or body) of thevehicle 22 and theupper control arm 118 of the suspension (which is part of the unsprung portion of the vehicle 22). In other variations of the eighth embodiment, theratchet mechanism 52 may be attached to other portions of the suspension, including (but not necessarily limited to): alower control arm 126, anupright member 118, or a bracket extending from a movable part of the suspension system. - The
ratchet mechanism 52 ofFIG. 27 includes twoarms first pivot point 134. Hence, thefirst arm 131 can pivot at thefirst pivot point 134 relative to thesecond arm 132. Thefirst arm 131 is pivotably coupled to theupper control arm 118. Thesecond arm 132 is pivotably coupled to a sprung mass portion (e.g., frame or body) of thevehicle 22. Atooth arm 138 is attached to (or may be an integral part of) thefirst arm 131, and thetooth arm 138 extends from thefirst arm 131 and across thesecond arm 132, as shown inFIG. 27 . Thetooth arm 138 extends across at least part of amovable tongue system 46. Themovable tongue system 46 of the eighth embodiment is attached to thesecond arm 132. As shown inFIG. 27 , thetooth arm 138 may extend through themovable tongue system 46. Thetooth arm 138 has a set ofratchet teeth 64 attached thereto or formed thereon. Themovable tongue system 46 of the eighth embodiment includes asolenoid 48 and atongue member 54, similar to that of the first embodiment. Thesolenoid 48 drives thetongue member 54 into engagement with theratchet teeth 64 on thetooth arm 138 to provide a ratchet effect for theratchet mechanism 52 when thesystem 32 is activated. When thesystem 32 of the eighth embodiment is activated, the vehicle wheel is permitted to move toward the vehicle body (compressing the coil spring 42), but the wheel is prevented from moving away from the vehicle body (preventing thecoil spring 42 from pushing the vehicle body upward). When thesystem 32 of the eighth embodiment is not activated, thetooth arm 138 is free to move in both directions relative to thesecond arm 132. -
FIG. 28 shows asystem 32 of a ninth embodiment of the present invention operably installed on avehicle 22. As inFIG. 27 ,FIG. 28 shows a rear independent suspension system for one side of thevehicle 22. The wheel and tire are removed inFIG. 28 . Also, an outline for thebrake disc 114 of the disc brake system is shown in dashed line and thebrake disc 114 is shown transparently to illustrate the components located behind thebrake disc 114. Thebrake caliper 116 is shown. The suspension system has acoil spring 42, ashock absorber 40, anupper control arm 118, a wheel axle 120 (withwheel studs 122 extending therefrom), anupright member 124, and alower control arm 126, as shown inFIG. 28 . In the ninth embodiment shown inFIG. 28 , theratchet mechanism 52 of the vehiclestability control system 32 is attached between a sprung mass portion (e.g., frame or body) of thevehicle 22 and theupper control arm 118 of the suspension (which is part of the unsprung portion of the vehicle 22). In other variations of the ninth embodiment, theratchet mechanism 52 may be attached to other portions of the suspension, including (but not necessarily limited to): alower control arm 126, anupright member 124, or a bracket extending from a movable part of the suspension system. - The
ratchet mechanism 52 ofFIG. 28 includes asuspension arm 140 and aratchet gear 142. Afirst end 144 of thearm 140 is pivotably coupled to a sprung mass portion (e.g., frame or body) of thevehicle 22. Asecond end 146 of thearm 140 is pivotably coupled to theupper control arm 118 of the suspension. Theratchet gear 142 extends from thearm 140 about apivot axis 148 of thefirst end 144. In the ninth embodiment, theratchet gear 142 extends circumferentially completely around thepivot axis 148. In other embodiments (not shown), however, theratchet gear 142 may only extend (circumferentially) partially around thepivot axis 148. In the ninth embodiment, theratchet gear 142 is fixed relative to thearm 140 and pivots with thearm 140. Theratchet gear 142 has a series ofratchet teeth 64. Theteeth 64 of aratchet gear 142 may have any suitable shape, but preferably corresponds to a shape chosen for themovable tongue member 54. Themovable tongue system 46 of the ninth embodiment may be similar to that of the first embodiment (described above), for example. Themovable tongue system 46 of the ninth embodiment is fixed relative to the sprung mass portion. When thesystem 32 of the ninth embodiment is activated, the vehicle wheel is permitted to move toward the vehicle body (compressing the coil spring), but the wheel is prevented from moving away from the vehicle body (preventing thecoil spring 42 from pushing the vehicle body upward). When thesystem 32 of the ninth embodiment is not activated, theratchet gear 142 is free to pivot in both rotational directions relative to thetongue member 54 and thetongue member 54 does not engage theteeth 64. -
FIG. 29 shows a system of a tenth embodiment of the present invention operably installed on a vehicle. As inFIGS. 27 and 28 ,FIG. 29 shows a rear independent suspension system for one side of the vehicle, except thatFIG. 29 shows a different view of the suspension. The wheel and tire are removed inFIG. 29 . The brake system shown inFIG. 29 includes a brake caliper (not shown) and abrake disc 114. The suspension system has acoil spring 42, ashock absorber 40, anupper control arm 118, a wheel axle 120 (withwheel studs 122 extending therefrom), anupright member 124, and alower control arm 126, as shown inFIG. 29 . In the tenth embodiment shown inFIG. 29 , theratchet mechanism 52 of the vehiclestability control system 32 is attached between a sprung mass portion (e.g., frame or body) of thevehicle 22 and theupper control arm 118 of the suspension (which is part of the unsprung portion of the vehicle). Also, theratchet mechanism 52 of the tenth embodiment is an integral part of the suspension system. Theupper control arm 118 of the suspension system is part of theratchet mechanism 52 in the tenth embodiment, as shown inFIG. 29 . In other variations (not shown) of the tenth embodiment, thelower control arm 126 or some other suspension component that pivotably connects between the sprung mass portion and the unsprung mass portion (e.g., Packard arm, trailing arm, anti-sway bar) may be part of theratchet mechanism 52. Furthermore, any suspension component that pivots when the sprung mass portion moves toward and away from the unsprung mass portion of thevehicle 22 may be part of theratchet mechanism 52 in other embodiments, so long as the restriction of pivoting of the suspension component relative to another component (sprung or unsprung) will also restrict thespring 42 of the suspension from expanding via theratchet mechanism 52 formed there. - The
ratchet mechanism 52 ofFIG. 29 includes a suspension arm (upper control arm 118) and aratchet gear 142. Afirst end 144 of thearm 118 is pivotably coupled to a sprung mass portion (e.g., frame or body) of thevehicle 22. Asecond end 146 of thearm 118 is pivotably coupled to theupright member 124 of the suspension. Theratchet gear 142 extends from thesuspension arm 118 about apivot axis 148 of the first end. In the tenth embodiment, theratchet gear 142 extends circumferentially completely around thepivot axis 148. In other embodiments (not shown), however, theratchet gear 142 may only extend (circumferentially) partially around thepivot axis 148. In the tenth embodiment, theratchet gear 142 is fixed relative to thesuspension arm 118 and pivots with thearm 118. Theratchet gear 142 has a series ofratchet teeth 64. Theteeth 64 of aratchet gear 142 may have any suitable shape, but preferably corresponds to a shape chosen for themovable tongue member 54. Themovable tongue system 46 of the tenth embodiment may be similar to that of the first embodiment (described above), for example. Themovable tongue system 46 of the ninth embodiment is fixed relative to the sprung mass portion. When thesystem 32 of the tenth embodiment is activated, the vehicle wheel (not shown) is permitted to move toward the vehicle body (compressing the coil spring 42), but the wheel is prevented from moving away from the vehicle body (preventing thecoil spring 42 from pushing the vehicle body upward). When thesystem 32 of the tenth embodiment is not activated, theratchet gear 142 is free to pivot in both rotational directions relative to thetongue member 54 and thetongue member 54 does not engage theteeth 64. -
FIG. 30 is a side view of aslider mechanism 152 andmovable tongue system 46 of an eleventh embodiment of the present invention. The eleventh embodiment is the same as the first embodiment (see e.g.,FIGS. 6 and 7 ), except that theteeth 64 on theshaft member 71 are different. However, due to the different shape of the teeth 64 (in combination with the chosen shape of the tongue member 54), theslider mechanism 152 of the eleventh embodiment is not a ratchet mechanism. The eleventh embodiment merely locks the position of the suspension when activated, rather than allowing further compression of the suspension (as the first embodiment allows). The first embodiment ofFIGS. 5-7 has been found to perform better than the eleventh embodiment during testing on thefirst test vehicle 22 performing fish-hook maneuvers. Thus, the first embodiment and other embodiments that provide a ratchet mechanism 52 (rather than fully locking the position of the suspension) may be more preferred for most applications. - As mentioned above, a preferred embodiment of the present invention preferably includes a
signal generating device 154, a triggeringdevice 156, amovable tongue system 46, and aratchet mechanism 52. This is illustrated generally and schematically at a high level byFIG. 31 . Much detail has been provided above regarding some illustrative examples of some possible variations for theratchet mechanism 52 and thetongue member 54. Next, illustrative examples of some possible variations for thesignal generating device 154, triggeringdevice 156, andmovable tongue system 46 will be discussed. For each device there also may be variations among the components and combination of possible components that make up the device. - Referring again to the first embodiment of
FIGS. 5-7 , thesignal generating device 154, triggeringdevice 156, andmovable tongue system 46 of the first embodiment will be described with reference toFIGS. 32-35 . As mentioned above, thesignal generating device 154 of the first embodiment is an acceleration measuring device.FIG. 32 is a simplified schematic illustrating the connection and/or communication between theacceleration measuring device 154, the triggeringdevice 156, and themovable tongue system 46.FIG. 33 is a simplified schematic illustrating the major components of themovable tongue system 46 ofFIG. 32 , which include an electro-mechanical actuator 48 and amovable tongue member 54. The electro-mechanical actuator 48 drives or moves thetongue member 54 from afirst tongue position 61 to or toward a second tongue position 62 (see e.g.,FIGS. 6 and 7 illustrating first and second tongue positions 61, 62 for the first embodiment). - In the first embodiment, the electro-
mechanical actuator 48 is a solenoid. In a prototype of the first embodiment, a Ledex brand Size 5SF solenoid is used on each side of thesystem 32, for example. The specifications for this linear solenoid (part number 129450-0XX) are provided in Table 1 below. Some of the advantages of using a solenoid may include: little or no maintenance required; fast reaction time for activation; fast movement for driving tongue member; small size; only requires electrical energy source; and low cost, for example. In other embodiments (not shown), however, the electro-mechanical actuator 48 used to move thetongue member 54 may be any of a wide variety of suitable components, systems, or combinations of components, including (but not limited to): an electric motor, a solenoid, an electrically-switchable hydraulic valve, a hydraulic actuator, an electrically-switchable pneumatic valve, a pneumatic actuator, an electrically-switchable vacuum valve, a vacuum-driven actuator, an electrically-switchable pyrotechnic-driven actuator, an electrically-switchable explosive-charged actuator, an electrically-switchable compressed-gas-driven actuator, and combinations thereof, for example.TABLE 1 Example Solenoid Specifications Dielectric Strength 23 awg. 1000 VRMS; 24-33 awg. 1200 VRMS Coil Resistance 23-33 awg. ± 5% Weight 9.0 oz. (255 grams) Holding Force 58.0 lbs. (258.0 N) @ 105° C. Dimensions 1.875 in. × 0.880 in. - In the first embodiment, the
acceleration measuring device 154 is a semiconductor chip having an accelerometer sensor. One example of an accelerometer is an Analog Devices brand dual-axis accelerometer on a single integrated circuit chip with signal conditioned voltage outputs (model number ADXL311). This accelerometer has a full-scale range of ±2 g, and can measure both static and dynamic accelerations. Advantages of this accelerometer may include being: low cost, small size, high reliability, and light weight, for example. The outputs are analog voltages proportional to acceleration. However, only a single axis accelerometer is needed for most applications of the present invention. In other embodiments, other makes, models, and types of accelerometers may be used. A lookup table may be used to translate the output voltage to the corresponding acceleration measurement along a given axis. An accelerometer and the other electrical components of thesystem 32 may be mounted together or separately at any suitable location on avehicle 22. It is contemplated that thesignal generating device 154 and at least part of the triggeringdevice 156 may be part of a same integrated circuit chip. - The triggering
device 156 of the first embodiment is a microcontroller or microprocessor on a single integrated circuit chip. Themicroprocessor 156 may be programmed (e.g., running software code stored therein, or having the code temporarily or permanently burned in) to evaluate the output signal from thesignal generating device 154. For example, a Microchip brand enhanced flash microcontroller (PIC16F87XA) may be used, which includes: a 10-bit, up to 8 channels analog-to-digital converter; an analog comparator module; programmable on-hip voltage reference module; programmable input multiplexing from device inputs and internal voltage reference; comparator outputs that are externally accessible; enhanced flash program memory; data EEPROM memory; fully static design; operating voltage of 2.0V to 5.5V; commercial and industrial temperature ranges; and low power consumption. In other embodiments (not shown), however, other microprocessors or other controllers may be used (analog or digital or combination analog and digital) as a triggeringdevice 156. Also, in other embodiments (not shown), a purely analog electrical circuit may be used to evaluate whether the output signal from asignal generating device 154 exceeds some predetermined threshold level. For example, the triggeringdevice 156 may include an analog electrical circuit of one or more capacitors, one or more resistors, and one or more transistors, to provide comparators and amplifiers (see e.g., general schematic ofFIG. 36 ). It is also contemplated that at least part of thesignal generating device 154 and/or at least part of the triggeringdevice 156 may be an integral part of or within the same casing as at least part of themovable tongue system 46, and vice versa. -
FIG. 34 is a simplified schematic showing components of the first embodiment (thesignal generating device 154, the triggeringdevice 156, and part of the movable tongue system 46).FIG. 35 is a detailed electrical schematic for the components ofFIG. 34 , for the first embodiment. This is merely one example among many ways to provide these functions. The vehiclestability control system 32 of the first embodiment is a prototype system used for testing and developing thesystem 32. Thus, the triggeringdevice 156 of the first embodiment is adjustable and anLED display 158 is provided (seeFIG. 35 ) for seeing settings made to the set points and to see output data stored in the microcontroller. In other embodiments, such as a production version of thesystem 32 for an OEM system, the circuitry and devices may be much more simplified because the threshold limits and the logic may be set without needing future adjustments. Furthermore, it is contemplated that the vehicle's CPU or ECU may be used to run a simple algorithm to determine if thesystem 32 needs to be activated based on an output from asignal generating device 154. Thus, the triggeringdevice 156 may be part of the vehicle's other systems. - In the first embodiment, for example, output signals from the
accelerometer 154 are provided as inputs to the microprocessor. Within the microcontroller chip (in this case), the analog signal from theaccelerometer 154 is converted to a digital signal. This digital signal is then compared to a threshold value to determine whether the output signal from the accelerometer exceeds the threshold level for some predetermined number of cycles (one or more). When the output signal from the accelerometer does exceed the predetermined threshold level, the output signal from the microprocessor goes high and that output signal is then amplified by one or more amplifiers. The amplifiers may be a series of transistors to provide the voltage and ampere levels required to drive the solenoids, for example. In the first embodiment, both left andright solenoids 48 are activated at the same time. In other embodiments, the left and right sides may be activated at different times in accordance with any set of criteria or conditions programmed into the system. Thesystem 32 may be activated for some predetermined amount of time to keep thesolenoids 48 energized and driving thetongue member 54 toward thesecond tongue position 62. This predetermined amount of time may be adjustable or preset in thesystem 32. Preferably, thesystem 32 remains activated until the vehicle becomes stable. Thesystem 32 may be kept activated based upon measurements taken from any of a variety of sensors and/or types of sensors that can provide measurement(s) (singularly or when combined signals are processed) indicating that thevehicle 22 is stable (e.g., not experiencing lateral accelerations above some level, speed reduced below some level, tilt angle of the vehicle below some level for some period of time, etc.). In a preferred embodiment, the system is set to be very sensitive (e.g., very low lateral acceleration threshold for activating the system, such as about 0.2 g for example) to activate preemptively before there is any significant movement of the vehicle toward a rollover. This is in contrast to all or most all other roll control systems that are only activated after the vehicle reaches a critical and advanced stage of rolling over. To use such a sensitive setting for the lateral acceleration level of activation, it is preferred to have the system on standby (e.g., off, or on but not allowing solenoid to be activated) at lower speeds (e.g., below about 30 mph). Otherwise the system would likely come on while turning normal city comers or sharp comers at low speeds and entering driveways, for example. This would be unneeded and probably undesirable. At low speeds (e.g., below 30 mph), the driver would likely hear and feel the system being activated and deactivated. But at higher speeds (e.g., above 30 mph), the system would seldom, if ever, be activated, and the driver would probably not hear or notice the system being activated and deactivated due to the higher speed and road noise. - Although the illustrative embodiments discussed above may have the same type of
signal generating device 154, triggeringdevice 156, andmovable tongue system 46 as the first embodiment, and may have the same type of logic for triggering and activating thesystem 32, other embodiments and variations of embodiments may have different types and combinations of components and logic for the signal generating device(s) 154, triggering device(s) 156, and movable tongue system(s) 46. - For an embodiment of the present invention, a vehicle velocity or speed signal may be input to the microprocessor in addition to the acceleration measurement(s). In such case, the
system 32 may be programmed so that thesystem 32 will not be activated unless the vehicle's speed is above a predetermined speed threshold level (e.g., 30 mph). This may be more practical and preferred for several reasons. When making a sharp turn at low speeds (e.g., during normal driving), the lateral acceleration may be much higher while not putting thevehicle 22 in a dangerous maneuver (due to the low speed). Also, most vehicles are not susceptible to rollovers (without being tripped) at speeds below 30 mph, for example, and thus the system may not be needed at such speeds. The speed signal may be generated by a separate speed sensor (used only for this system 32) and/or may be provided by an existing sensor of data output given by a vehicle's other systems (e.g., speed signal sent to cruise control system from vehicle CPU). - In another embodiment of the present invention, the
signal generating device 154 may include (singularly or in any combination) other types of devices and/or sensors, including (but not limited to): a sensor for measuring movement (acceleration, velocity, and/or position) of a vehicle's steering wheel; a sensor for measuring and providing an output signal for a vehicle body position relative to a ground surface; a sensor for measuring and providing an output signal for a vehicle body's tilt angle relative to a ground surface; a sensor for measuring and providing an output signal for a vehicle body position relative to at least one vehicle wheel; or a sensor for measuring and providing an output signal for a tilt angle of a vehicle body relative to one or more vehicle wheels, for example. Thesystem 32 may be programmed or hard wired to be triggered based on any number of input signals from any number ofsignal generating devices 154, which may provide multiple and/or confirming indications that avehicle 22 is performing a maneuver that may lead to rollover conditions (e.g., hard corning, sudden steering movements at high speeds, etc.). With the benefit of this disclosure, one of ordinary skill in the art will likely realize many possible ways to evaluate conditions of a vehicle's dynamics to determine whether a ratchet mechanism should be engaged by a tongue member to provide the ratcheting effect desired to enhance the stability and control of a vehicle using an embodiment of the present invention. The illustrativesignal generating devices 154 and triggeringdevices 156 disclosed herein are merely examples and in no way limit what others may be implemented into an embodiment of a present invention. Often signals needed or desired for an embodiment may be generated already by an existing component of the vehicle, and thus some existing part of the vehicle may be used as the signal generating device or as part of the signal generating device for the system. -
FIGS. 37A-37C illustrate ashaft member 71 with asingle tooth 64 and atongue member 54 of a twelfth illustrative embodiment of the present invention. Only part of thesystem 32 of the twelfth embodiment is shown, for purposes of simplifying the drawing.FIGS. 37A-37C also illustrate the movement of theshaft member 71 relative to thetongue member 54 for the twelfth embodiment. Thus, the twelfth embodiment is an example of one way (among many others possible) to provide aratchet mechanism 52 where theshaft member 71 has only onetooth 64. -
FIG. 38 illustrates ashaft member 71 with asingle tooth 64 and atongue member 54 of a thirteenth illustrative embodiment of the present invention. Only part of thesystem 32 of the thirteenth embodiment is shown, for purposes of simplifying the drawing.FIG. 38 also illustrates thetongue member 54 for the thirteenth embodiment in thesecond tongue position 62. Thus, the thirteenth embodiment is an example of one way (among many others possible) to provide aratchet mechanism 52 where theshaft member 71 has only onetooth 64 formed by one recessedportion 76. -
FIG. 39 shows asystem 32 of a fourteenth illustrative embodiment of the present invention operably installed on avehicle 22. As inFIG. 29 ,FIG. 39 shows a rear independent suspension system for one side of thevehicle 22. The wheel and tire are removed inFIG. 39 . The brake system shown inFIG. 39 includes a brake caliper (not shown) and abrake disc 114. The suspension system has acoil spring 42, ashock absorber 40, anupper control arm 118, a wheel axle 120 (withwheel studs 122 extending therefrom), anupright member 124, and alower control arm 126, as shown inFIG. 39 . In the fourteenth embodiment shown inFIG. 39 , theratchet mechanism 52 of the vehiclestability control system 32 is attached between a sprung mass portion (e.g., frame or body) of thevehicle 22 and thelower control arm 126 of the suspension (which is part of the unsprung portion of the vehicle). In other variations of the fourteenth embodiment, the ratchet mechanism may be attached to other unsprung portions of the vehicle 22 (e.g.,upper control arm 118, upright member 124). - The
ratchet mechanism 52 ofFIG. 29 includes apulley member 170, aratchet gear 142, and acable 172. Thepulley member 170 is rotatably coupled to the sprung mass portion of the vehicle 22 (e.g., frame 34). Thecable 172 has afirst end 174 attached to thepulley member 170. The cable extends from thepulley member 170 and is attached to thelower control arm 126 at asecond end 176 of thecable 172. Thepulley member 170 is adapted to spool thecable 172 at least partially around thepulley member 170 as the pulley member pivots or rotates. A pulley spring (not shown) biases thepulley member 170 to pivot in a direction that will spool thecable 172 onto thepulley member 170 to keep tension on thecable 172. Aratchet gear 142 extends from thepulley member 170. In the fourteenth embodiment, theratchet gear 142 extends circumferentially completely around apivot axis 148 of thepulley member 170. In other embodiments (not shown), however, theratchet gear 142 may only extend (circumferentially) partially around thepivot axis 148. In the fourteenth embodiment, theratchet gear 142 is fixed relative to thepulley member 170 and pivots with it. Theratchet gear 142 has a series ofratchet teeth 64. Theteeth 64 of aratchet gear 142 may have any suitable shape, but preferably correspond to a shape chosen for themovable tongue member 54. Themovable tongue member 54 of the twelfth embodiment has a pawl shape. Thetongue member 54 of the twelfth embodiment is adapted to pivot from a first tongue position to or toward a second tongue position 62 (second tongue position 62 is shown inFIG. 39 ). Thus, the twelfth embodiment illustrates that thetongue member 54 may be moved in a pivotal or rotational movement when moving from a first tongue position to or toward a second tongue position for an embodiment of the present invention. - It is also contemplated that an embodiment of the present invention may use a one way bearing that can be engaged and disengaged (e.g., along a spline shaft) to provide a ratchet mechanism. With the benefit of this disclosure one of ordinary skill in the art may realize other possible ways to provide a ratchet mechanism for an embodiment of the present invention.
- Although initial testing has shown that a
system 32 of the present invention works well when only installed on a rear suspension of a vehicle 22 (especially for SUVs), it is contemplated that an embodiment of the present invention may be installed on the front and rear suspensions of a vehicle, or only on a front suspension of a vehicle. It is further contemplated that a portion of an embodiment installed on a front suspension of the vehicle may be triggered and operated together with, partially independent of, or completely independent of an embodiment installed on a rear suspension of the same vehicle. - Many advantages and safety benefits may be provided by installing and using a vehicle
stability control system 32 on avehicle 22, in accordance with an embodiment of the present invention. Life threatening situations may be detected and dealt with in a simple but effective manner. An embodiment of the present invention may provide a proactive way to give a driver more control well before the vehicle reaches a compromised rollover position. Tests have shown that a vehicle may be capable of making a much sharper turn when thesystem 32 is activated. During an extreme or emergency maneuver, sometimes a few feet or more decrease in turning radius may make the difference between a deadly collision and a minor scrape. Asystem 32 of an embodiment may be changed from a completely inactive (non-interfering) state to a partially or completely activated state in milliseconds. Asystem 32 of an embodiment may be installed as an aftermarket item on existing vehicles, it may be provided as an upgrade option for new vehicles (e.g., installed at the dealer), and it may be an integral part of a new vehicle (e.g., OEM equipment, standard equipment). - It is recognized that a large percentage (perhaps 90% or more) of rollovers are caused by trips (hitting an object while cornering or sliding sideways). Trip objects may be curbs, embankments, pot holes, uneven pavement, and other obstructions that interfere with the vehicle moving laterally (e.g., rapid transition from sliding on ice to non-iced pavement), for example. Many of these accidents are caused by a driver losing control of the vehicle when the vehicle is unable to make a small radius turn at high speeds to avoid such trip objects. Use of an embodiment of the present invention may significantly increase the stability of a vehicle and allow it to make smaller radius turns, thereby possibly avoiding the trip object. Also, because the suspension is still permitted to be compressed by the ratchet mechanism of an embodiment, the wheel may be able to move over or climb over the trip object, rather than stopping at the trip object. Furthermore, by keeping the vehicle's center of
gravity 30 lower when thesystem 32 is activated, the lateral force required to roll upon hitting a trip object may be greatly increased, and such increased lateral force may not be reached (e.g., trip object broken or part of vehicle hitting trip object broken to absorb part of the lateral force energy and vehicle momentum). - Tire blowouts and tire debeading have been caused by major weight shifts to the outside front tire in a severe turn. When a tire blows out or debeads during a severe turn, the wheel rim hitting the ground and digging into the ground may provide a trip mechanism. Many vehicle rollovers have been caused by tire blowouts and tire debeading. By reducing the lateral weight shift and weight transfer of the vehicle's body weight when a
system 32 of an embodiment is activated, the weight and pressure exerted on outer tires is reduced. The problems of tire blowouts or tires debeading during severe cornering may be reduced or eliminated through the use of an embodiment of the present invention due to the reduced forces exerted on the outside tires. - Other advantages of some embodiments of the present invention may include (but are not necessarily limited to): requiring little or no maintenance during the life of the system; the system requires no adjusting; the system is silent or very quiet when activated; the system may be activated and fully engaged in less than 10 ms, and possibly as fast as 4 ms; the system may be used without affecting steering, braking, throttle position, and other stability control systems already present on a vehicle during normal driving; the system may be used in conjunction with other vehicle stability control systems to provide a cumulative improvement in stability and control; use of an embodiment may enable the use of a softer and more comfortable suspension setup without sacrificing safety; in a preferred embodiment, the system is off at speeds below about 30 mph and comes on standby at speeds over 30 mph, but remains inactive until needed; the system becomes fully operational in less than 1/100 of a second; the system requires no action or decision on the part of the driver; the system turns itself off when no longer needed and the vehicle returns to the same state as before the system was turned on (no permanent change in activating the system); when activated, the system may stabilize the vehicle in a severe turn to give the driver much more maneuverability and control of the vehicle; may be installed on any vehicle, regardless of vehicle size or type (e.g., buses, large trucks, vans, SUVs, station wagons, cars); the system may be installed with little or no permanent alterations to the vehicle; the system is inexpensive; the system is reliable; and the system may be used many times and/or repeatedly without maintenance, rebuilding, or repair.
- Use of an embodiment of the present invention may allow many, if not all, existing SUVs and pickup trucks to improve their safety ratings with agencies, such as NHTSA. But more importantly, use of an embodiment of the present invention may save thousands of lives and prevent thousands of serious accidents (e.g., rollovers) and injuries. Such reductions not only benefit society greatly, but also may reduce or reverse the rising cost of insurance coverage.
- Although embodiments of the present invention and at least some of its advantages have been described in detail, it should be understood that various changes, substitutions, and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims. Moreover, the scope of the present application is not intended to be limited to the particular embodiments of the process, machine, manufacture, composition of matter, means, methods, and steps described in the specification. As one of ordinary skill in the art will readily appreciate from the disclosure of the present invention, processes, machines, manufacture, compositions of matter, means, methods, or steps, presently existing or later to be developed, that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized according to the present invention. Accordingly, the appended claims are intended to include within their scope such processes, machines, manufacture, compositions of matter, means, methods, or steps.
Claims (30)
1. A method of limiting a movement of a sprung mass portion of a vehicle relative to an unsprung mass portion of the vehicle, the method comprising:
moving a tongue member of a vehicle stability control system from a first tongue position toward a second tongue position;
engaging a tooth of a ratchet mechanism with the tongue member, the ratchet mechanism being part of the vehicle stability control system, and the ratchet mechanism being mechanically coupled to the unsprung mass portion and to the sprung mass portion of the vehicle; and
when the tongue member engages the tooth, restricting a movement of the unsprung mass portion away from the sprung mass portion, wherein the tongue member does not restrict the movement of the unsprung mass portion relative to the sprung mass portion when the tongue member is in the first tongue position.
2. A method of limiting expansion of a spring member on a vehicle, wherein the spring member is biased between a sprung mass portion of the vehicle and an unsprung mass portion of the vehicle, the method comprising:
moving a tongue member from a first tongue position toward a second tongue position;
engaging a set of ratchet teeth with the tongue member as the tongue member is moved toward a second tongue position, wherein the ratchet teeth are part of a ratchet mechanism, the ratchet mechanism being mechanically coupled to the sprung mass portion and to the unsprung mass portion of the vehicle; and
restricting a movement of the unsprung mass portion away from the sprung mass portion when the tongue member is moved toward the second tongue position and into the set of ratchet teeth.
3. The method of claim 2 , wherein the moving of the tongue member from the first tongue position toward the second tongue position is performed after steps comprising:
receiving an output signal from a signal generating device;
determining whether the output signal meets or exceeds a predetermined threshold level; and
if the output signal meets or exceeds the predetermined threshold level, activating an electro-mechanical actuator, wherein the electro-mechanical actuator is used for the moving of the tongue member.
4. The method of claim 3 , wherein the signal generating device is an accelerometer, and wherein the method further comprises measuring a lateral acceleration of the vehicle with the accelerometer, wherein the output signal corresponds to the lateral acceleration of the vehicle.
5. The method of claim 4 , wherein the method further comprises measuring a velocity of the vehicle with a sensor, wherein the activating of the electro-mechanical actuator is only performed if the velocity is above a predetermined velocity level.
6. The method of claim 3 , wherein the method further comprises measuring a movement of a steering wheel on the vehicle with a sensor, wherein the output signal corresponds to the movement of the steering wheel as a function of time.
7. The method of claim 6 , wherein the method further comprises measuring a velocity of the vehicle with a sensor, wherein the output signal corresponds to the movement of the steering wheel as a function of time.
8. The method of claim 3 , wherein the method further comprises measuring a tilt angle of a body of the vehicle relative to a ground surface with one or more sensors, wherein the output signal corresponds to the tilt angle of the vehicle.
9. The method of claim 3 , wherein the method further comprises measuring a tilt angle of a body of the vehicle relative to one or more vehicle wheels with one or more sensors, wherein the output signal corresponds to the tilt angle of the vehicle.
10. The method of claim 3 , wherein the electro-mechanical actuator comprises a component selected from the group consisting of an electric motor, a solenoid, an electrically-switchable hydraulic valve, a hydraulic actuator, an electrically-switchable pneumatic valve, a pneumatic actuator, an electrically-switchable vacuum valve, a vacuum-driven actuator, an electrically-switchable pyrotechnic-driven actuator, an electrically-switchable explosive-charged actuator, an electrically-switchable compressed-gas-driven actuator, and combinations thereof.
11. The method of claim 3 , wherein the determining whether the output signal meets or exceeds the predetermined threshold level is performed by an electrical circuit comprising a component selected from the group consisting of a microprocessor, a capacitor, a resistor, a transistor, an analog electrical circuit, an analog-to-digital converter, a digital-to-analog converter, an amplifier, and combinations thereof.
12. The method of claim 2 , wherein at least some of the ratchet teeth are formed along a curved path.
13. The method of claim 2 , wherein at least some of the ratchet teeth are formed along a linear path.
14. The method of claim 2 , wherein the ratchet mechanism comprises:
a first slider portion; and
a second slider portion slidably coupled to the first slider portion.
15. The method of claim 2 , wherein the ratchet mechanism is attached to and part of a shock absorber device.
16. The method of claim 2 , wherein the ratchet mechanism comprises a ratchet gear extending from a suspension arm and extending circumferentially at least partially around a pivot axis of the suspension arm, wherein the ratchet gear is fixed relative to the suspension arm and adapted to pivot with the suspension arm about the pivot axis.
17. The method of claim 2 , wherein the tongue member is part of a movable tongue system, and wherein the ratchet mechanism comprises:
a first arm;
a second arm pivotably coupled to the first arm, at least part of the movable tongue system being attached to the second arm; and
a tooth arm extending from the first arm, the tooth arm having the set of ratchet teeth thereon, and the tooth arm extending across at least part of the movable tongue system.
18. A method of limiting expansion of a spring member on a vehicle, wherein the spring member is biased between a sprung mass portion of the vehicle and an unsprung mass portion of the vehicle, the method comprising:
measuring lateral acceleration of the vehicle;
determining whether the lateral acceleration of the vehicle exceeds a predetermined threshold level; and
if the lateral acceleration exceeds the predetermined threshold level, then for a predetermined period of time, allowing the spring member to be compressed when the unsprung mass portion moves toward the sprung mass portion, but not allowing the spring member to expand.
19. The method of claim 18 , wherein the measuring lateral acceleration is performed by an accelerometer.
20. The method of claim 18 , wherein the determining whether the lateral acceleration of the vehicle exceeds the predetermined threshold level is performed by a microprocessor.
21. The method of claim 18 , wherein the determining whether the lateral acceleration of the vehicle exceeds the predetermined threshold level is performed by analog electrical circuitry.
22. The method of claim 21 , wherein the analog electrical circuitry comprises a resistor, a capacitor, and a transistor.
23. The method of claim 18 , wherein the method is performed only if the vehicle is moving at a speed greater than a predetermined speed level, and wherein the method further comprises measuring and monitoring the speed of the vehicle.
24. The method of claim 23 , wherein the predetermined threshold level for lateral acceleration is about 6.4 ft/sec2 and the predetermined speed level is about 30 miles per hour.
25. The method of claim 18 , wherein the predetermined period of time is about 1 second.
26. The method of claim 18 , wherein the allowing the spring member to be compressed when the unsprung mass portion moves toward the sprung mass portion, but not allowing the spring member to expand, comprises:
activating an electro-mechanical actuator of a movable tongue system; and
using the electro-mechanical actuator, moving a tongue member of the movable tongue system toward a first slider portion of a first slider mechanism and into a series of teeth formed along the first slider portion, wherein the first slider portion is slidably coupled to a second slider portion of the first slider mechanism, and wherein the movable tongue system is attached to the second slider portion.
27. A method of improving vehicle stability during abrupt turning maneuvers, comprising:
obtaining a lateral acceleration measurement of a vehicle;
if the lateral acceleration measurement exceeds a predetermined lateral acceleration level, then for a predetermined period of time, activating an electro-mechanical actuator, the electro-mechanical actuator being part of a moveable tongue system, wherein the moveable tongue system further comprises a tongue member;
using the electro-mechanical actuator when activated, driving the tongue member against a first slider portion of a first slider mechanism at a location upon a path of movement for a series of teeth formed along the first slider portion, wherein the first slider portion is slidably coupled to a second slider portion of the first slider mechanism, wherein the movable tongue system is attached to the second slider portion, wherein the first slider mechanism is mechanically coupled between a sprung mass portion and an unsprung mass portion of the vehicle, wherein a vehicle wheel is rotatably coupled to the unsprung mass portion, wherein a spring member is biased between the sprung mass portion and the unsprung mass portion of the vehicle; and
when the tongue member is driven against the first slider portion and when the tongue member engages into the series of teeth, preventing the spring member from expanding.
28. The method of claim 27 , when the tongue member is driven against the first slider portion and when the tongue member engages into the series of teeth, allowing the spring member to be compressed.
29. The method of claim 27 , wherein the obtaining the lateral acceleration measurement is performed by an acceleration measuring device comprising an accelerometer.
30. The method of claim 27 , wherein the determining if the lateral acceleration measurement exceeds the predetermined lateral acceleration level is performed by a triggering device comprising a microprocessor.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US11/065,942 US20050184475A1 (en) | 2004-02-25 | 2005-02-25 | Vehicle stability control system |
US11/389,854 US20060163825A1 (en) | 2004-02-25 | 2006-03-27 | Vehicle stability control system |
US11/389,853 US20060175785A1 (en) | 2004-02-25 | 2006-03-27 | Methods of improving stability of a vehicle using a vehicle stability control system |
Applications Claiming Priority (3)
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US54770304P | 2004-02-25 | 2004-02-25 | |
US59899004P | 2004-08-05 | 2004-08-05 | |
US11/065,942 US20050184475A1 (en) | 2004-02-25 | 2005-02-25 | Vehicle stability control system |
Related Child Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US11/389,853 Continuation-In-Part US20060175785A1 (en) | 2004-02-25 | 2006-03-27 | Methods of improving stability of a vehicle using a vehicle stability control system |
Publications (1)
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Family Applications (2)
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US11/065,942 Abandoned US20050184475A1 (en) | 2004-02-25 | 2005-02-25 | Vehicle stability control system |
US11/066,634 Expired - Fee Related US7029014B2 (en) | 2004-02-25 | 2005-02-25 | Vehicle stability control system |
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Application Number | Title | Priority Date | Filing Date |
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US11/066,634 Expired - Fee Related US7029014B2 (en) | 2004-02-25 | 2005-02-25 | Vehicle stability control system |
Country Status (2)
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US (2) | US20050184475A1 (en) |
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US20090138157A1 (en) * | 2007-11-09 | 2009-05-28 | Bae Systems Hagglunds Aktiebolag | Suspension device and method for use with a vehicle |
US8209087B2 (en) | 2007-11-09 | 2012-06-26 | Bae Systems Hagglunds Aktiebolag | Suspension device and method for use with a vehicle |
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Also Published As
Publication number | Publication date |
---|---|
WO2005082068A2 (en) | 2005-09-09 |
WO2005082068A3 (en) | 2005-11-03 |
US7029014B2 (en) | 2006-04-18 |
US20050184476A1 (en) | 2005-08-25 |
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