US20160016448A1 - Vehicle and a suspension system for the vehicle - Google Patents
Vehicle and a suspension system for the vehicle Download PDFInfo
- Publication number
- US20160016448A1 US20160016448A1 US14/335,391 US201414335391A US2016016448A1 US 20160016448 A1 US20160016448 A1 US 20160016448A1 US 201414335391 A US201414335391 A US 201414335391A US 2016016448 A1 US2016016448 A1 US 2016016448A1
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- US
- United States
- Prior art keywords
- torsion bar
- control arm
- biasing device
- arm
- housing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 239000000725 suspension Substances 0.000 title claims abstract description 46
- 238000006243 chemical reaction Methods 0.000 claims abstract description 58
- 230000035939 shock Effects 0.000 claims description 20
- 239000006096 absorbing agent Substances 0.000 claims description 15
- 230000000712 assembly Effects 0.000 description 8
- 238000000429 assembly Methods 0.000 description 8
- 238000004891 communication Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 238000004806 packaging method and process Methods 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000000853 adhesive Substances 0.000 description 2
- 230000001070 adhesive effect Effects 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
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- 230000002787 reinforcement Effects 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 239000003381 stabilizer Substances 0.000 description 1
- 230000003319 supportive effect Effects 0.000 description 1
Images
Classifications
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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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/18—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only
- B60G11/181—Resilient suspensions characterised by arrangement, location or kind of springs having torsion-bar springs only arranged in a plane parallel to the longitudinal axis of the vehicle
-
- 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
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/007—Rear spoilers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/22—Arrangements for reducing or eliminating reaction, e.g. vibration, from parts, e.g. wheels, of the steering system
- B62D7/228—Arrangements for reducing or eliminating reaction, e.g. vibration, from parts, e.g. wheels, of the steering system acting between the steering gear and the road wheels, e.g. on tie-rod
-
- 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
-
- 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
- B60G2202/132—Torsion spring comprising a longitudinal torsion bar and/or tube
-
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/82—Elements for improving aerodynamics
Definitions
- the present disclosure relates to a vehicle and a suspension system for the vehicle.
- suspension system When a vehicle travels over a bump or a hole in a road, the suspension system can control various forces between a sprung mass of the vehicle and the road which provides a smooth ride.
- some cars and trucks have been designed with a suspension system including a coil-over shock having a coil spring and a piston cylinder device.
- the coil spring surrounds the piston cylinder device, and the coil spring and the piston cylinder device cooperate to generate forces that dampen movement of the sprung mass.
- some truck designs include a suspension system having a torsion bar that acts as a spring.
- the torsion bar is utilized instead of the coil spring discussed above.
- the torsion bar is attached to an outside surface of a lower control arm and a wheel knuckle is coupled to the lower control arm.
- the torsion bar is twisted to apply a moment force that acts on the lower control arm as a vertical force to suspend the sprung mass of the truck.
- a large packaging space is utilized to provide room for the torsion bar to be attached to the lower control arm at the outside surface.
- some sport cars have been designed having a spoiler on a trunk of the car to increase a downforce applied to the sprung mass of the car.
- the suspension system of the car can include the coil-over shock discussed above.
- the downforce applied to the sprung mass of the car due to the spoiler can cause the sprung mass of the car to move downwardly toward the road.
- a hydraulic actuator can be operatively coupled to the coil-over shock to adjust the seat height of the coil spring of the coil-over shock. Adjusting the seat height changes the amount of compression of the coil spring that counteracts the downforce.
- Another alternative to counteract this downforce is to utilize a heave spring, which is operatively coupled to the coil-over shocks of opposing wheels, and in this configuration, can counteract the downforce when both sides of the vehicle experience simultaneous vertical travel.
- the present disclosure provides a suspension system for a vehicle.
- the suspension system includes a wheel knuckle and a control arm coupled to the wheel knuckle.
- the control arm includes a proximal end having a first arm segment and a second arm segment each extending outwardly from the proximal end away from each other to respective first and second distal ends to define a space between the first and second arm segments.
- the suspension system also includes a biasing device at least partially disposed in the space between the first and second arm segments.
- the biasing device is coupled to at least one of the first and second distal ends of the first and second arm segments respectively such that actuation of the biasing device provides a first reaction force that counteracts a downward load acting on the control arm.
- the first reaction force is substantially proportional to the downward load to substantially maintain a position of the wheel knuckle.
- the present disclosure also provides a vehicle including a structure and a suspension system supporting the structure.
- the suspension system includes a wheel knuckle and a control arm coupled to the wheel knuckle.
- the control arm includes a proximal end having a first arm segment and a second arm segment each extending outwardly from the proximal end away from each other to respective first and second distal ends to define a space between the first and second arm segments.
- the suspension system further includes a biasing device at least partially disposed in the space between the first and second arm segments.
- the biasing device is coupled to at least one of the first and second distal ends of the first and second arm segments respectively such that actuation of the biasing device provides a first reaction force that counteracts a downward load applied to the structure.
- the first reaction force is substantially proportional to the downward load to substantially maintain a vertical position of the structure relative to the wheel knuckle.
- FIG. 1 is a schematic perspective view of a vehicle, with a spoiler retracted.
- FIG. 2 is a schematic fragmentary perspective view of the vehicle with the spoiler extended.
- FIG. 3 is a schematic cross-sectional view of a suspension system.
- FIG. 4 is a schematic perspective view of the suspension system.
- FIG. 5 is a schematic fragmentary side view of the suspension system.
- FIG. 6 is a schematic perspective view of the suspension system including a biasing device for one wheel of the vehicle and another biasing device for another wheel of the vehicle.
- a vehicle 10 is generally shown in FIG. 1 and a suspension system 12 for the vehicle 10 is generally shown in FIGS. 3-6 .
- the vehicle 10 can be an automotive vehicle, such as, a car, a sports car, a truck, etc.
- the vehicle 10 can be a hybrid vehicle utilizing an internal combustion engine and one or more motor-generators.
- the vehicle 10 can be an electric vehicle utilizing one or more motor-generators and eliminating the internal combustion engine.
- the vehicle 10 can be a vehicle utilizing the internal combustion engine and eliminating the motor-generator(s). It is to be appreciated that the vehicle 10 can alternatively be a non-automotive vehicle.
- the vehicle 10 can include a structure 14 .
- the suspension system 12 supports the structure 14 and the structure 14 is spaced from a road 16 or the ground.
- the suspension system 12 can dampen movement of the structure 14 toward and away from the road 16 which provides a smooth ride.
- the suspension system 12 can dampen vertical movement of the structure 14 relative to the road 16 .
- the structure 14 can be one or more of: a chassis, a support structure, a frame, a subframe, a body, a brace, a panel, an outer skin, a beam, etc.
- the structure 14 can be any component of a sprung mass of the vehicle 10 , including for example, the body, the frame, the subframe, the chassis, the outer skin, or any load-bearing component which is supported by the suspension system 12 . It is to be appreciated that the structure 14 can be any suitable configuration.
- the vehicle 10 can include a spoiler 18 (see FIGS. 1 and 2 ) or tail fin that can be retracted or extended to change a downward load (the downward load is identified by arrow 20 in FIGS. 1 , 2 and 4 ) applied to the structure 14 or sprung mass of the vehicle 10 .
- the downward load can be a downforce applied to the structure 14 .
- the spoiler 18 is exposed outside of the vehicle 10 and can, for example, be movably coupled to a rear trunk 22 of the vehicle 10 .
- the spoiler 18 is retracted in FIG. 1 and extended in FIG. 2 .
- the retracted position is when an outer surface 24 of the spoiler 18 and an outer surface 26 of the outer skin are substantially flush with each other, and therefore, the extended position of the spoiler 18 can be any position that is not the retracted position.
- the extended position of the spoiler 18 is when the outer surface 24 of the spoiler 18 is not substantially flush with the outer surface 26 of the outer skin.
- the spoiler 18 can be adjusted automatically or manually.
- a first motor 28 can be coupled to the spoiler 18 to move the spoiler 18 to a desired position, extended or retracted.
- the first motor 28 can be an electro-mechanical motor, an electric motor or any other suitable mechanism to move the spoiler 18 .
- a position sensor 30 can be coupled to the spoiler 18 or a part of the first motor 28 to sense the position of the spoiler 18 .
- the suspension system 12 discussed herein can counteract the downward load applied to the structure 14 to allow high speed cornering. Specifically, the suspension system 12 can actively adjust to counteract the downward load applied to the structure 14 . It is to be appreciated that when utilizing the spoiler 18 , the spoiler 18 can be in any suitable location and configuration.
- the vehicle 10 can also include a first wheel assembly 32 and in certain embodiments, a second wheel assembly 34 .
- the wheel assemblies 32 , 34 rotate over the road 16 and are coupled to the suspension system 12 .
- the wheel assemblies 32 , 34 can be disposed on opposite sides of the vehicle 10 , such as left and right sides of the vehicle 10 .
- the first wheel assembly 32 can be disposed along a driver's side 36 of the vehicle 10 and the second wheel assembly 34 can be disposed along a passenger's side 38 of the vehicle 10 .
- the first and second wheel assemblies 32 , 34 can be for a rear 40 of the vehicle 10 , a front 142 of the vehicle 10 or any other suitable location of the vehicle 10 .
- the wheel assemblies 32 , 34 can be referred to as rear wheel assemblies 32 , 34 .
- the first and second wheel assemblies 32 , 34 each include a tire 42 (as shown in solid lines in FIG. 1 and shown in phantom lines in FIGS. 4 and 6 ) and a hub supporting respective tires 42 .
- the downward load is a downward force applied to the structure 14 which is transferred to the tires 42 and assists in creating grip between the tires 42 and the road 16 .
- the downward force transferred to or acting on the tires 42 increase which creates more grip between the tires 42 and the road 16 .
- the suspension system 12 includes a wheel knuckle 44 .
- the wheel knuckle 44 is coupled to the first wheel assembly 32 .
- the wheel knuckle 44 is coupled to the hub of the first wheel assembly 32 such that the first wheel assembly 32 can rotate relative to the wheel knuckle 44 .
- the downward load applied to the structure 14 is transferred to or acts on the wheel knuckle 44 generally along an axis 46 .
- the axis 46 is transverse to the road 16 .
- the wheel knuckle 44 is pivotable with the tire 42 . Specifically, when the wheel knuckle 44 pivots, the first wheel assembly 32 turns, for example, left or right, which steers the vehicle 10 left or right.
- the wheel knuckle 44 is not pivotable with the tire 42 . Specifically, when the wheel knuckle 44 does not pivot, the first wheel assembly 32 does not turn, for example, left or right, to steer the vehicle 10 .
- the wheel knuckle 44 can include a top segment 48 and a bottom segment 50 disposed below the top segment 48 relative to the axis 46 .
- the wheel knuckle 44 can also include a first side 52 and a second side 54 spaced from each other transverse to the axis 46 .
- the first side 52 faces inwardly toward the second wheel assembly 34 and the second side 54 faces outwardly away from the second wheel assembly 34 .
- the top and bottom segments 48 , 50 can each include part of the first and second sides 52 , 54 .
- the suspension system 12 further includes a control arm 56 coupled to the wheel knuckle 44 . Furthermore, the control arm 56 is also coupled to the structure 14 . Therefore, the control arm 56 couples the wheel knuckle 44 to the structure 14 . The downward load applied to the structure 14 is transferred to or acts on the control arm 56 , which is then transferred to or acts on the wheel knuckle and the first wheel assembly 32 .
- the control arm 56 includes a proximal end 58 having a first arm segment 60 and a second arm segment 62 each extending outwardly from the proximal end 58 away from each other to respective first and second distal ends 64 , 66 to define a space 68 between the first and second arm segments 60 , 62 .
- the proximal end 58 of the control arm 56 is coupled to the top segment 48 of the wheel knuckle 44 . Therefore, the proximal end 58 of the control arm 56 couples the wheel knuckle 44 to the structure 14 .
- a ball joint can couple the wheel knuckle 44 to the proximal end 58 of the control arm 56 .
- the suspension system 12 also includes a biasing device 70 at least partially disposed in the space 68 between the first and second arm segments 60 , 62 .
- Packaging space is reduced by at least partially disposing the biasing device 70 in the space 68 .
- the biasing device 70 can be for the suspension system 12 of the rear 40 of the vehicle 10 or the front 142 of the vehicle 10 .
- the biasing device 70 provides a reaction force (the reaction force is identified by arrow 72 in FIGS. 3 and 5 ) that counteracts the downward load (arrow 20 ).
- the biasing device 70 is coupled to at least one of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively such that actuation of the biasing device 70 provides a first reaction force that counteracts the downward load acting on the control arm 56 .
- the first reaction force is substantially proportional to the downward load to substantially maintain a position of the wheel knuckle 44 .
- the downward load is transferred to or acts on the control arm 56 , which is then transferred to or acts on the wheel knuckle 44 .
- the biasing device 70 is coupled to at least one of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively such that actuation of the biasing device 70 provides the first reaction force that counteracts the downward load applied to the structure 14 .
- the first reaction force is substantially proportional to the downward load to substantially maintain a vertical position of the structure 14 relative to the wheel knuckle 44 . Therefore, counteracting the first downward load allows the structure 14 to substantially maintain its vertical position relative to the road 16 .
- the suspension system 12 can actively adjust to counteract the downward load applied to the structure 14 to substantially maintain the suspension travel, and thus the vertical position of the structure 14 relative to the road 16 .
- the reaction force generally opposes the downforce load.
- the vertical position of the structure 14 can be the height of the structure 14 from the road 16 . As such, the height of the structure 14 relative to the road 16 can be substantially maintained or changed (as discussed further below). Said differently, the vertical position can be the position of the structure 14 spaced from the road 16 or a component of the vehicle 10 , such as the wheel knuckle 44 , generally along the axis 46 .
- the biasing device 70 is coupled to the first distal end 64 of the first arm segment 60 or the second distal end 66 of the second arm segment 62 . In other embodiments, the biasing device 70 is coupled to both of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 , respectively.
- the biasing device 70 can be disposed between the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 , respectively. Furthermore, the first and second distal ends 64 , 66 can be spaced from each other along a longitudinal axis 74 . As discussed further below, a portion of the biasing device 70 can extend beyond at least one of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively. For example, as shown in FIG. 5 , a portion of the biasing device 70 extends beyond the first distal end 64 of the first arm segment 60 away from the second distal end 66 of the second arm segment 62 .
- a portion of the biasing device 70 can extend beyond the second distal end 66 of the second arm segment 62 away from the first distal end 64 of the first arm segment 60 .
- the interpretation of phrase “at least one of” is discussed above and will not be re-discussed.
- control arm 56 can be rotatable about the longitudinal axis 74 . Therefore, when the control arm 56 rotates about the longitudinal axis 74 , the structure 14 can correspondingly move upwardly or downwardly relative to the road 16 or generally along the axis 46 . Furthermore, when the control arm 56 rotates about the longitudinal axis 74 , the control arm 56 moves relative to the wheel knuckle 44 .
- the biasing device 70 provides an active suspension adjustment. For example, when track performance and/or high speed driving/cornering is desired, the spoiler 18 is moved from the retracted position to the extended position, and simultaneously or in tandem, the biasing device 70 is actuated to counteract the increased downward load applied to the structure 14 to substantially maintain the vertical position of the structure 14 relative to the road 16 . As another example, when surface street performance and/or lower speed driving is desired, the spoiler 18 is moved from the extended position back to the retracted position, and simultaneously or in tandem, the biasing device 70 is actuated to change the reaction force counteracting the downward load which allows the structure 14 to change its vertical position.
- the biasing device 70 and the spoiler 18 are actuated in tandem, the biasing device 70 can be actuated before or after the spoiler 18 . Therefore, the downward load and the reaction force can be continuously changing depending on the desired operation of the vehicle 10 .
- the biasing device 70 can operate in a first mode to provide the first reaction force that is substantially proportional to the downward load.
- the biasing device 70 can also operate in a second mode to provide a second reaction force that counteracts the downward load acting on the control arm 56 such that the second reaction force is different from the downward load which allows the control arm 56 to selectively rotate about the longitudinal axis 74 to change the position of the control arm 56 relative to the wheel knuckle 44 .
- the second mode provides the second reaction force that counteracts the downward load applied to the structure 14 . Therefore, the second reaction force is different from the downward load which allows the control arm 56 to selectively rotate about the longitudinal axis 74 to change the vertical position of the structure 14 relative to the wheel knuckle 44 .
- the biasing device 70 can be actuated in both the first and second modes. When the biasing device 70 is actuated in the second mode, the biasing device 70 is rotated to change the reaction force that counteracts the downward load.
- the first reaction force and the second reaction force can be any suitable magnitude or values.
- the first and second reaction forces can change depending on whether the vehicle 10 is operating in the first or second mode. Furthermore, the first and second reaction forces can change depending on the downward load applied to the structure 14 .
- the downward load can change due to the speed of the vehicle 10 , the position of the spoiler 18 , the amount of weight disposed in, or removed from, the vehicle 10 , etc. Therefore, the first reaction force can be greater than, less than, or equal to the second reaction force depending on the magnitude of the downward load and/or the mode.
- Changing the reaction force allows the structure 14 to move closer to the road 16 , i.e., decrease the clearance between the structure 14 and the road 16 or move farther from the road 16 , i.e., increase the clearance between the structure 14 and the road 16 .
- the reaction force is less than the downward load
- the structure 14 can move closer to the road 16 .
- the reaction force is greater than the downward load
- the structure 14 can move away from the road 16 .
- the first reaction force can change accordingly to substantially maintain the vertical position of the structure 14 relative to the road 16
- the second reaction force can change accordingly to allow the vertical position of the structure 14 to change relative to the road 16 . Therefore, the downward load and the reaction force can be continuously changing.
- the biasing device 70 can include a torsion bar 76 disposed in the space 68 and extending along the longitudinal axis 74 . Positioning the torsion bar 76 in the space 68 between the first and second distal ends 64 , 66 provide compact packaging of the biasing device 70 .
- the torsion bar 76 is concentric or coaxial with the longitudinal axis 74 .
- the torsion bar 76 can include a first end portion 78 and a second end portion 80 spaced from each other along the longitudinal axis 74 .
- One of the first and second end portions 78 , 80 of the torsion bar 76 is affixed while the other one of the first and second end portions 78 , 80 is rotatable to apply a torsional load to the torsion bar 76 .
- torque can be applied to the torsion bar 76 to provide the first reaction force that counteracts the downward load. Therefore, torque can be applied to the torsion bar 76 when in the first mode, and torque applied to the torsion bar 76 can be changed when in the second mode. Therefore, torque can be applied to the torsion bar 76 in both the first and second modes, and can change depending on the magnitude of the downward load and/or the mode.
- the torsional load is transferred to or acts on the control arm 56 as the reaction force that counteracts the downward load.
- the reaction force can be directed generally upwardly through the control arm 56 and the wheel knuckle 44 to counteract the downward load which is directed generally downwardly through the control arm 56 and the wheel knuckle 44 .
- the biasing device 70 acts or functions as an adjustable load spring.
- the biasing device 70 can include a housing 82 attached to one of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively to couple the biasing device 70 to the control arm 56 . Therefore, in certain embodiments, the housing 82 is attached to the first distal end 64 of the first arm segment 60 or the second distal end 66 of the second arm segment 62 . In other embodiments, the housing 82 is attached to both of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 , respectively to couple the biasing device 70 to the control arm 56 . The housing 82 is attached to the control arm 56 such that the reaction force is transferred or acts on the control arm 56 through the housing 82 .
- the housing 82 can be rotatable about the longitudinal axis 74 .
- the housing 82 is attached to one, or both, of the first and second distal ends 64 , 66 such that the control arm 56 and the housing 82 are selectively rotatable about the longitudinal axis 74 as a unit.
- the housing 82 is attached to the control arm 56 such that the housing 82 and the control arm 56 can rotate about the longitudinal axis 74 as the unit or in unison. Therefore, for example, the biasing device 70 can be coupled to both of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively, such that the control arm 56 and the housing 82 are selectively rotatable as the unit.
- the housing 82 can include a first end 84 and a second end 86 spaced from each other along the longitudinal axis 74 .
- the first and/or second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively can be attached to the housing 82 .
- the first distal end 64 is attached adjacent to the first end 84 of the housing 82 and/or the second distal end 66 is attached adjacent to the second end 86 of the housing 82 .
- the first end 84 of the housing 82 is disposed beyond the first distal end 64 of the first arm segment 60 away from the space 68 and/or the second end 86 of the housing 82 is disposed beyond the second distal end 66 of the second arm segment 62 away from the space 68 .
- the first and second ends 84 , 86 of the housing 82 are spaced from the space 68 between the first and second arm segments 60 , 62 .
- the first and second ends 84 , 86 of the housing 82 are not disposed in the space 68 between the first and second arm segments 60 , 62 .
- the suspension system 12 can also include at least one bushing or bearing 88 coupled to the housing 82 .
- the bushing or bearing 88 can minimize friction between the housing 82 and the bushing 88 during rotation of the housing 82 about the longitudinal axis 74 .
- a plurality of bushings or bearings 88 are utilized.
- the bushings or bearings 88 surround the outside of the housing 82 and can support the housing 82 .
- One bushing or bearing 88 can be disposed adjacent to the first end 84 of the housing 82 and another bushing or bearing 88 can be disposed adjacent to the second end 86 of the housing 82 .
- the bushings or bearings 88 are disposed outside of the space 68 between the first and second arm segments 60 , 62 .
- the bushings or bearings 88 are spaced from the space 68 between the first and second arm segments 60 , 62 . Therefore, in certain embodiments, one bushing or bearing 88 is disposed between the first end 84 of the housing 82 and the first distal end 64 of the first arm segment 60 and another bushing or bearing 88 is disposed between the second end 86 of the housing 82 and the second distal end 66 of the second arm segment 62 .
- the bushings or bearings 88 can be disposed outside of the first and second arm segments 60 , 62 . It is to be appreciated that the bushing(s) or bearing(s) 88 can be in any suitable location.
- the bushings 88 are secured to the structure 14 .
- the bushings 88 can be disposed between a pair of ribs 90 on the frame.
- the bushings 88 can include a pair of feet 92 wedged between the pair of ribs 90 to secure the bushings 88 to the structure 14 .
- the bushings 88 can be secured or attached to the structure 14 in any suitable location, configuration and/or method.
- the feet 92 transfer the downward load applied to the structure 14 to the housing 82 , the control arm 56 , the wheel knuckle 44 and thus the first wheel assembly 32 .
- the reaction force is transferred from the housing 82 and the control arm 56 to counteract the downward load.
- the downward load applied to the structure 14 acts on or is transferred to the bushings 88 , and this downward load acts on, or is transferred to, the housing 82 , and thus the control arm 56 , through the bushings 88 .
- the bushings/bearings 88 can be pillow block bushings/bearings. It is to be appreciated that the bushing(s) or bearing(s) 88 can be any suitable configuration.
- the torsion bar 76 can be at least partially disposed inside the housing 82 .
- the housing 82 can have a first length 94 and the torsion bar 76 can have a second length 96 greater than the first length 94 such that the torsion bar 76 extends outside of the housing 82 .
- a portion of the second length 96 of the torsion bar 76 can be inside the housing 82 and another portion of the torsion bar 76 can extend outside of the housing 82 .
- the housing 82 and the torsion bar 76 can be any suitable length.
- the torsion bar 76 can be any suitable thickness.
- a portion of the torsion bar 76 can extend beyond at least one of the first and second distal ends 64 , 66 of the first and second arm segments 60 , 62 respectively. For example, as shown in FIG. 5 , a portion of the torsion bar 76 extends beyond the first distal end 64 of the first arm segment 60 away from the second distal end 66 of the second arm segment 62 . As another example, a portion of the torsion bar 76 can extend beyond the second distal end 66 of the second arm segment 62 away from the first distal end 64 of the first arm segment 60 .
- the torsion bar 76 can be any suitable location relative to the control arm 56 .
- the second end portion 80 (of the torsion bar 76 ) is affixed to the housing 82 and the first end portion 78 is disposed outside of the housing 82 .
- the second end portion 80 of the torsion bar 76 can be affixed to the housing 82 , and more specifically, affixed to the second end 86 of the housing 82 .
- the second end portion 80 being affixed to the housing 82 provides the fixed point that the torsion bar 76 can twist or rotate relative to. Therefore, rotation of the torsion bar 76 provides the torsional load which is transferred to or acts on the control arm 56 as the reaction force that counteracts the downward load.
- torque applied to the torsion bar 76 by rotating or twisting the torsion bar 76 creates a moment (torsional load) that is transferred to or acts on the housing 82 /control arm 56 which creates the reaction force to counteract the downward load.
- the torsion bar 76 is spaced from the housing 82 , except at the attachment point between the second end portion 80 and the second end 86 of the housing 82 , which minimizes frictional engagement during rotation of the torsion bar 76 . Having the second end portion 80 of the torsion bar 76 affixed to the second end 86 of the housing 82 , allows the reaction force provided by the biasing device 70 to be transferred to the housing 82 and the control arm 56 to counteract the downward load. Therefore, when the biasing device 70 operates in the first mode, the torsion bar 76 is twisted or rotated, and thus, applies the first reaction force to the housing 82 which acts on the control arm 56 to counteract the downward load.
- the torsion bar 76 When the biasing device 70 operates in the second mode, the torsion bar 76 is twisted or rotated in the same direction or the opposite direction that the torsion bar 76 was rotated in the first mode, and thus, applies the second reaction force to the housing 82 which acts on the control arm 56 to counteract the downward load.
- a portion of the torsion bar 76 can be selectively rotatable about the longitudinal axis 74 .
- one end of the torsion bar 76 is affixed to the housing 82 to prevent rotation of that end while the other end of the torsion bar 76 is rotatable to twist or partially untwist the torsion bar 76 .
- the first end portion 78 of the torsion bar 76 is selectively rotatable about the longitudinal axis 74 to apply the torsional load to the torsion bar 76 to provide the first and second reaction forces that counteract the downward load.
- the downward load is applied to the structure 14 which acts on the control arm 56 , and thus, the housing 82 of the biasing device 70 , and rotating the torsion bar 76 causes the torsion bar 76 to apply the torsional load to the housing 82 , and thus the control arm 56 , to counteract the downward load.
- the first end portion 78 of the torsion bar 76 is rotated counterclockwise as indicated by arrow 98 (see FIGS. 3 and 4 )
- the torsional load increases.
- the torsion bar 76 can be attached to the housing 82 in other configurations than illustrated such that clockwise rotation of the torsion bar 76 can increase the torsional load instead of counterclockwise rotation.
- a distal portion 100 of the second end portion 80 of the torsion bar 76 and the second end 86 of the housing 82 can be splined to each other to prevent rotation of the torsion bar 76 at that attachment point.
- the splines of the second end 86 of the housing 82 are disposed inside the housing 82 to cooperate with the splines of the distal portion 100 of the second end portion 80 of the torsion bar 76 .
- the second end portion 80 of the torsion bar 76 can be affixed to the housing 82 in other suitable configurations, such as keyed, flats, tapered, etc., or affixed to the housing 82 by any suitable methods, such as welding, adhesive, etc.
- the biasing device 70 can include an actuator 102 coupled to the first end portion 78 of the torsion bar 76 to selectively rotate the first end portion 78 of the torsion bar 76 .
- the actuator 102 is affixed to the structure 14 . Therefore, the actuator 102 supports the first end portion 78 of the torsion bar 76 .
- the actuator 102 can be affixed to the structure 14 .
- the actuator 102 is affixed to the frame adjacent to a bumper beam 104 .
- the actuator 102 is affixed to the bumper beam 104 .
- the bumper beam 104 can extend across the vehicle 10 (see FIG. 6 ), such as between the first and second wheel assemblies 32 , 34 . It is to be appreciated that the actuator 102 can be affixed to the structure 14 in any suitable location.
- the actuator 102 is removed from FIG. 3 for illustrative purposes only.
- the actuator 102 can include a motor 106 (referred to as a second motor 106 herein) coupled to the first end portion 78 of the torsion bar 76 to selectively rotate the first end portion 78 of the torsion bar 76 .
- the actuator 102 can include a drive mechanism 108 coupled to the second motor 106 and the first end portion 78 of the torsion bar 76 to selectively rotate the first end portion 78 of the torsion bar 76 .
- actuation of the second motor 106 moves, turns or drives the drive mechanism 108 that rotates the first end portion 78 of the torsion bar 76 .
- the drive mechanism 108 can be a planetary gear set, a multi-stage planetary gear set, a belt drive or any other suitable mechanism to rotate and maintain the desired position of the torsion bar 76 .
- the drive mechanism 108 is a planetary gear set
- the planetary gear set can be concentric or coaxial with the longitudinal axis 74 .
- the second motor 106 can be an electro-mechanical motor, an electric motor or any other suitable mechanism to operate the drive mechanism 108 .
- a position sensor 110 can be coupled to the torsion bar 76 , the drive mechanism 108 and/or a part of the second motor 106 to sense the position of the torsion bar 76 and/or the drive mechanism 108 .
- the second end portion 80 of the torsion bar 76 is affixed to the housing 82 to prevent rotation of that end while the first end portion 78 of the torsion bar 76 is rotatable when the second motor 106 is actuated to twist or partially untwist the torsion bar 76 .
- a distal portion 112 of the first end portion 78 of the torsion bar 76 can be splined and a portion of the drive mechanism 108 can be splined to cooperate with the distal portion 112 of the first end portion 78 . Therefore, movement of the drive mechanism 108 correspondingly rotates the first end portion 78 of the torsion bar 76 .
- first end portion 78 of the torsion bar 76 and the drive mechanism 108 can be coupled to each other in any suitable configurations, such as keyed, flats, tapered, etc., or coupled to each other by any suitable methods, such as welding, adhesive, etc. It is to also be appreciated that the first end portion 78 of the torsion bar 76 and the drive mechanism 108 can be coupled to each other by any suitable configurations/components to rotate the torsion bar 76 .
- Actuation of the actuator 102 can rotate the first end portion 78 of the torsion bar 76 to the desired position to apply the desired reaction force that counteracts the downward load being applied to the structure 14 .
- a controller 114 can be utilized to selectively actuate the biasing device 70 , and more specifically, the actuator 102 to rotate the torsion bar 76 to the desired position.
- the controller 114 can be part of an electronic control module that is in communication with various components of the vehicle 10 .
- the controller 114 can be in communication with the first and second motors 28 , 106 , as well as the position sensors 30 , 110 when utilized.
- the controller 114 can communicate with a speed sensor 116 to determine the speed the vehicle 10 is traveling.
- the speed of the vehicle 10 can be utilized by the controller 114 to determine aerodynamic information and thus determine the downward load being applied to the structure 14 .
- the controller 114 can compile data from the sensors 30 , 110 , 116 , as well as calculate data, to move the spoiler 18 to the desired position and drive the drive mechanism 108 to rotate the torsion bar 76 to the desired position.
- the controller 114 can signal the actuator 102 to operate in one of the first and second modes. It is to be appreciated that more than one controller 114 can be utilized and can be in communication with each other.
- the controller 114 includes a processor 118 and a memory 120 on which is recorded instructions for communicating with the spoiler 18 , the actuator 102 , the speed sensor 116 and/or the position sensors 30 , 110 .
- the controller 114 is configured to execute the instructions from the memory 120 , via the processor 118 .
- the controller 114 can be a host machine or distributed system, e.g., a computer such as a digital computer or microcomputer, acting as a vehicle control module, and/or as a proportional-integral-derivative (PID) controller device having a processor, and, as the memory 120 , tangible, non-transitory computer-readable memory such as read-only memory (ROM) or flash memory.
- PID proportional-integral-derivative
- the controller 114 can also have random access memory (RAM), electrically erasable programmable read only memory (EEPROM), a high-speed clock, analog-to-digital (A/D) and/or digital-to-analog (D/A) circuitry, and any required input/output circuitry and associated devices, as well as any required signal conditioning and/or signal buffering circuitry. Therefore, the controller 114 can include all software, hardware, memory 120 , algorithms, connections, sensors, etc., necessary to monitor and control the first and second motors 28 , 106 , the speed sensor 116 and the position sensors 30 , 110 . As such, a control method can be embodied as software or firmware associated with the controller 114 .
- controller 114 can also include any device capable of analyzing data from various sensors 30 , 110 , 116 , comparing data, making the necessary decisions required to control and monitor the first and second motors 28 , 106 , the speed sensor 116 , the position sensors 30 , 110 , etc.
- the controller 114 can communicate with the actuator 102 to actively control the biasing device 70 .
- the actuator 102 can be powered when the biasing device 70 is in the first mode and/or the second mode.
- the controller 114 can determine the amount of torque (rotation or twist) to apply to the torsion bar 76 based on the angle of the spoiler 18 and/or the speed of the vehicle 10 and/or the amount of downward load applied to the structure 14 and/or the height of the structure 14 from the road 16 utilizing a height sensor, the amount of weight disposed in, or removed from, the vehicle 10 , etc.
- the controller 114 can store one or more calculations or algorithms can be utilized to determine the position of the biasing device 70 .
- a transducer can be in communication with the controller 114 and the actuator 102 to assist in controlling the position of the biasing device 70 , and specifically, the torsion bar 76 .
- the actuator 102 can also include one or more stops to limit one or more directions of rotation of the torsion bar 76 . Therefore, when utilizing the stops, one stop can limit rotation of the torsion bar 76 to a minimum torque applied to the torsion bar 76 and another stop can limit rotation of the torsion bar 76 to a maximum torque applied to the torsion bar 76 .
- the suspension system 12 can further include a piston shock absorber 122 coupled to the wheel knuckle 44 and partially disposed in the space 68 between the first and second arm segments 60 , 62 .
- the piston shock absorber 122 is coupled to the structure 14 and the first side 52 of the wheel knuckle 44 .
- the piston shock absorber 122 extends through the space 68 , and thus, a portion of the piston shock absorber 122 is disposed above the control arm 56 and a portion of the piston shock absorber 122 is disposed below the control arm 56 .
- a portion of the piston shock absorber 122 is disposed above the longitudinal axis 74 relative to the axis 46 and a portion of the piston shock absorber 122 is disposed below the longitudinal axis 74 relative to the axis 46 . Therefore, the control arm 56 and the housing 82 of the biasing device 70 cooperate to surround a portion of the piston shock absorber 122 .
- the piston shock absorber 122 can include a cylinder having a piston movably disposed inside the cylinder.
- the piston shock absorber 122 dampens movement of the structure 14 or sprung mass of the vehicle 10 as the vehicle 10 travels over the road 16 .
- the piston shock absorber 122 can dampen movement of the structure 14 as the vehicle 10 moves over bumps, holes, etc.
- the biasing device 70 can also dampen movement of the structure 14 , in addition to, the biasing device 70 being able to substantially maintain the vertical position of the structure 14 when in the first mode or change the vertical position of the structure 14 when in the second mode.
- the piston shock absorber 122 is operable without utilizing a coil spring surrounding the cylinder. Simply stated, the piston shock absorber 122 does not utilize a coil spring as discussed in the background section above.
- control arm 56 is further defined as a first control arm 56 (and will be referred to as the first control arm 56 in the below discussion) and the suspension system 12 can further include a second control arm 126 (see FIGS. 3 and 4 ) spaced from the first control arm 56 .
- the second control arm 126 is also coupled to the wheel knuckle 44 .
- the second control arm 126 is coupled to the bottom segment 50 of the wheel knuckle 44 .
- the second control arm 126 is coupled to the structure 14 . Therefore, generally, the second control arm 126 couples the wheel knuckle 44 to the structure 14 .
- a ball joint can couple the wheel knuckle 44 to the second control arm 126 .
- the first control arm 56 is coupled to the wheel knuckle 44 above the second control arm 126 .
- the second control arm 126 is disposed below the first control arm 56 , and thus the second control arm 126 is disposed closer to the road 16 than the first control arm 56 .
- the second control arm 126 is disposed below the longitudinal axis 74 relative to the axis 46 .
- the first control arm 56 can be referred to as an upper control arm and the second control arm 126 can be referred to as a lower control arm.
- the second control arm 126 is rotatable about a first axis 128 spaced from the longitudinal axis 74 .
- the first axis 128 and the longitudinal axis 74 can be spaced and substantially parallel to each other.
- the structure 14 correspondingly moves relative to the road 16 .
- the structure 14 can move upwardly or downwardly relative to the wheel knuckle 44 , the road 16 or the axis 46 .
- the suspension system 12 can include suspension components on both sides of the vehicle 10 . As such, the components discussed above can be duplicated for the other side of the vehicle 10 . In other words, suspension components can be coupled to the second wheel assembly 34 . Therefore, one biasing device 70 is utilized for the first wheel assembly 32 and a second biasing device 130 can be utilized for the second wheel assembly 34 .
- a second wheel knuckle 132 can be coupled to the second wheel assembly 34 ; a third control arm 134 , that can also be referred to as an upper control arm, can be coupled to the second wheel knuckle 132 ; a fourth control arm 136 , that can also be referred to as a lower control arm, can be coupled to the second wheel knuckle 132 ; a second piston shock absorber 138 can be coupled to the second wheel knuckle 132 ; a second actuator 140 , etc.
- Each of these additional suspension components can have the same features as discussed above with the difference being that these components are operative along the opposite side of the vehicle 10 .
- the controller 114 can communicate with both of the biasing devices 70 , 130 , and thus both of the actuators 102 , 140 to provide the desired amount of torsional load to respective torsion bars 76 .
- the controller 114 can communicate with each of the actuators 102 , 140 to provide substantially proportional, or substantially the same, torsional load to each of the torsion bars 76 , to provide the substantially proportional, or substantially the same, reaction force on both sides of the vehicle 10 that counteracts the downward load.
- the controller 114 can communicate with each of the actuators 102 , 140 to provide different torsional loads to each of the torsion bars 76 , to provide different reaction forces on the sides of the vehicle 10 that counteracts the downward load.
- the suspension system 12 described herein is arranged to provide compact packaging of the suspension system 12 in the vehicle 10 . Additionally, the biasing devices 70 , 130 can provide active control to substantially maintain the vertical position of the structure 14 and/or change the vertical position of the structure 14 . Furthermore, the biasing devices 70 , 130 can actively control pitch and/or roll of the structure 14 .
- Pitch movement can occur when the vehicle 10 is accelerating or braking, which causes forwardly or backwardly rocking of the structure 14 . Therefore, the controller 114 can actuate the actuators 102 , 140 to minimize pitch of the structure 14 .
- the controller 114 can utilize any of the data/information, etc. as discussed above, as well as acceleration/braking data of the vehicle 10 , to determine the desired positions of the biasing devices 70 , 130 to minimize pitch.
- Roll movement can occur when the vehicle 10 is cornering (moving through a turn/curve), which causes the structure 14 to rock away from the center of the turn. Therefore, the controller 114 can actuate the actuators 102 , 140 to minimize roll of the structure 14 .
- the controller 114 can utilize any of the data/information, etc. as discussed above, to determine the desired positions of the biasing devices 70 , 130 to minimize roll.
- the positioning of the biasing devices 70 , 130 adjacent to the bumper beam 104 allows the torsion bars 76 to disengage in certain situations and translate into the bumper beam 104 to minimize reinforcement of structural rails of the vehicle 10 which allows the structural rails to displace to absorb energy, and/or allows the torsion bars 76 to deform in certain situations to absorb energy.
- the biasing devices 70 , 130 can be actuated by the controller 114 to act as a stabilizer for the vehicle 10 .
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Abstract
Description
- The present disclosure relates to a vehicle and a suspension system for the vehicle.
- Many vehicles have a suspension system. When a vehicle travels over a bump or a hole in a road, the suspension system can control various forces between a sprung mass of the vehicle and the road which provides a smooth ride. For example, some cars and trucks have been designed with a suspension system including a coil-over shock having a coil spring and a piston cylinder device. The coil spring surrounds the piston cylinder device, and the coil spring and the piston cylinder device cooperate to generate forces that dampen movement of the sprung mass.
- Additionally, some truck designs include a suspension system having a torsion bar that acts as a spring. The torsion bar is utilized instead of the coil spring discussed above. The torsion bar is attached to an outside surface of a lower control arm and a wheel knuckle is coupled to the lower control arm. The torsion bar is twisted to apply a moment force that acts on the lower control arm as a vertical force to suspend the sprung mass of the truck. A large packaging space is utilized to provide room for the torsion bar to be attached to the lower control arm at the outside surface.
- In addition, some sport cars have been designed having a spoiler on a trunk of the car to increase a downforce applied to the sprung mass of the car. The suspension system of the car can include the coil-over shock discussed above. The downforce applied to the sprung mass of the car due to the spoiler can cause the sprung mass of the car to move downwardly toward the road. To counteract this downforce, a hydraulic actuator can be operatively coupled to the coil-over shock to adjust the seat height of the coil spring of the coil-over shock. Adjusting the seat height changes the amount of compression of the coil spring that counteracts the downforce. Another alternative to counteract this downforce is to utilize a heave spring, which is operatively coupled to the coil-over shocks of opposing wheels, and in this configuration, can counteract the downforce when both sides of the vehicle experience simultaneous vertical travel.
- The present disclosure provides a suspension system for a vehicle. The suspension system includes a wheel knuckle and a control arm coupled to the wheel knuckle. The control arm includes a proximal end having a first arm segment and a second arm segment each extending outwardly from the proximal end away from each other to respective first and second distal ends to define a space between the first and second arm segments. The suspension system also includes a biasing device at least partially disposed in the space between the first and second arm segments. The biasing device is coupled to at least one of the first and second distal ends of the first and second arm segments respectively such that actuation of the biasing device provides a first reaction force that counteracts a downward load acting on the control arm. The first reaction force is substantially proportional to the downward load to substantially maintain a position of the wheel knuckle.
- The present disclosure also provides a vehicle including a structure and a suspension system supporting the structure. The suspension system includes a wheel knuckle and a control arm coupled to the wheel knuckle. The control arm includes a proximal end having a first arm segment and a second arm segment each extending outwardly from the proximal end away from each other to respective first and second distal ends to define a space between the first and second arm segments. The suspension system further includes a biasing device at least partially disposed in the space between the first and second arm segments. The biasing device is coupled to at least one of the first and second distal ends of the first and second arm segments respectively such that actuation of the biasing device provides a first reaction force that counteracts a downward load applied to the structure. The first reaction force is substantially proportional to the downward load to substantially maintain a vertical position of the structure relative to the wheel knuckle.
- The detailed description and the drawings or Figures are supportive and descriptive of the disclosure, but the scope of the disclosure is defined solely by the claims. While some of the best modes and other embodiments for carrying out the claims have been described in detail, various alternative designs and embodiments exist for practicing the disclosure defined in the appended claims.
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FIG. 1 is a schematic perspective view of a vehicle, with a spoiler retracted. -
FIG. 2 is a schematic fragmentary perspective view of the vehicle with the spoiler extended. -
FIG. 3 is a schematic cross-sectional view of a suspension system. -
FIG. 4 is a schematic perspective view of the suspension system. -
FIG. 5 is a schematic fragmentary side view of the suspension system. -
FIG. 6 is a schematic perspective view of the suspension system including a biasing device for one wheel of the vehicle and another biasing device for another wheel of the vehicle. - Those having ordinary skill in the art will recognize that terms such as “above”, “below”, “upward”, “up”, “downward”, “down”, “top”, “bottom”, “left”, “right”, etc., are used descriptively for the figures, and do not represent limitations on the scope of the disclosure, as defined by the appended claims. Furthermore, the term “substantially” can refer to a slight imprecision or slight variance of a condition, quantity, value, or dimension, etc.
- Referring to the Figures, wherein like numerals indicate like or corresponding parts throughout the several views, a
vehicle 10 is generally shown inFIG. 1 and asuspension system 12 for thevehicle 10 is generally shown inFIGS. 3-6 . Thevehicle 10 can be an automotive vehicle, such as, a car, a sports car, a truck, etc. Furthermore, thevehicle 10 can be a hybrid vehicle utilizing an internal combustion engine and one or more motor-generators. Additionally, thevehicle 10 can be an electric vehicle utilizing one or more motor-generators and eliminating the internal combustion engine. As another example, thevehicle 10 can be a vehicle utilizing the internal combustion engine and eliminating the motor-generator(s). It is to be appreciated that thevehicle 10 can alternatively be a non-automotive vehicle. - As best shown in
FIGS. 1 , 2 and 4, thevehicle 10 can include astructure 14. Generally, thesuspension system 12 supports thestructure 14 and thestructure 14 is spaced from aroad 16 or the ground. When avehicle 10 travels over a bump or a hole in aroad 16, thesuspension system 12 can dampen movement of thestructure 14 toward and away from theroad 16 which provides a smooth ride. In other words, thesuspension system 12 can dampen vertical movement of thestructure 14 relative to theroad 16. Thestructure 14 can be one or more of: a chassis, a support structure, a frame, a subframe, a body, a brace, a panel, an outer skin, a beam, etc. Simply stated, thestructure 14 can be any component of a sprung mass of thevehicle 10, including for example, the body, the frame, the subframe, the chassis, the outer skin, or any load-bearing component which is supported by thesuspension system 12. It is to be appreciated that thestructure 14 can be any suitable configuration. - Optionally, the
vehicle 10 can include a spoiler 18 (seeFIGS. 1 and 2 ) or tail fin that can be retracted or extended to change a downward load (the downward load is identified byarrow 20 inFIGS. 1 , 2 and 4) applied to thestructure 14 or sprung mass of thevehicle 10. The downward load can be a downforce applied to thestructure 14. Thespoiler 18 is exposed outside of thevehicle 10 and can, for example, be movably coupled to arear trunk 22 of thevehicle 10. Thespoiler 18 is retracted inFIG. 1 and extended inFIG. 2 . The retracted position is when anouter surface 24 of thespoiler 18 and anouter surface 26 of the outer skin are substantially flush with each other, and therefore, the extended position of thespoiler 18 can be any position that is not the retracted position. In other words, the extended position of thespoiler 18 is when theouter surface 24 of thespoiler 18 is not substantially flush with theouter surface 26 of the outer skin. - The
spoiler 18 can be adjusted automatically or manually. For example, as shown inFIG. 2 , afirst motor 28 can be coupled to thespoiler 18 to move thespoiler 18 to a desired position, extended or retracted. Thefirst motor 28 can be an electro-mechanical motor, an electric motor or any other suitable mechanism to move thespoiler 18. It is to be appreciated that aposition sensor 30 can be coupled to thespoiler 18 or a part of thefirst motor 28 to sense the position of thespoiler 18. - As the
vehicle 10 moves, aerodynamics create the downward load (arrow 20) that is applied to thevehicle 10, and more specifically, applied to thestructure 14 or sprung mass. Therefore, by extending or retracting thespoiler 18, aerodynamics of thevehicle 10 changes, and thus, the downward load applied to thestructure 14 changes. Generally, when thespoiler 18 is extended, a first downward load is applied to thestructure 14 and when thespoiler 18 is retracted, a second downward load is applied to thestructure 14, with the first download force being greater than the second downward load. For example, by increasing the downward load applied to thestructure 14 or sprung mass, the cornering of thevehicle 10 can be improved as compared to when a lower downward load is applied to thestructure 14/sprung mass. Thesuspension system 12 discussed herein can counteract the downward load applied to thestructure 14 to allow high speed cornering. Specifically, thesuspension system 12 can actively adjust to counteract the downward load applied to thestructure 14. It is to be appreciated that when utilizing thespoiler 18, thespoiler 18 can be in any suitable location and configuration. - As best shown in
FIGS. 1 and 6 , thevehicle 10 can also include afirst wheel assembly 32 and in certain embodiments, asecond wheel assembly 34. Thewheel assemblies road 16 and are coupled to thesuspension system 12. Thewheel assemblies vehicle 10, such as left and right sides of thevehicle 10. For example, thefirst wheel assembly 32 can be disposed along a driver'sside 36 of thevehicle 10 and thesecond wheel assembly 34 can be disposed along a passenger'sside 38 of thevehicle 10. Furthermore, the first andsecond wheel assemblies vehicle 10, afront 142 of thevehicle 10 or any other suitable location of thevehicle 10. When the first andsecond wheel assemblies vehicle 10, thewheel assemblies rear wheel assemblies - The first and
second wheel assemblies FIG. 1 and shown in phantom lines inFIGS. 4 and 6 ) and a hub supportingrespective tires 42. The downward load, discussed above, is a downward force applied to thestructure 14 which is transferred to thetires 42 and assists in creating grip between thetires 42 and theroad 16. For example, when increasing the downward load applied to thestructure 14, the downward force transferred to or acting on thetires 42 increase which creates more grip between thetires 42 and theroad 16. - Referring to
FIGS. 3 and 4 , thesuspension system 12 includes awheel knuckle 44. Thewheel knuckle 44 is coupled to thefirst wheel assembly 32. Specifically, thewheel knuckle 44 is coupled to the hub of thefirst wheel assembly 32 such that thefirst wheel assembly 32 can rotate relative to thewheel knuckle 44. The downward load applied to thestructure 14 is transferred to or acts on thewheel knuckle 44 generally along anaxis 46. Theaxis 46 is transverse to theroad 16. - When the
first wheel assembly 32 includes thetire 42 that turns to steer thevehicle 10, thewheel knuckle 44 is pivotable with thetire 42. Specifically, when thewheel knuckle 44 pivots, thefirst wheel assembly 32 turns, for example, left or right, which steers thevehicle 10 left or right. When thefirst wheel assembly 32 includes thetire 42 that does not turn to steer thevehicle 10, thewheel knuckle 44 is not pivotable with thetire 42. Specifically, when thewheel knuckle 44 does not pivot, thefirst wheel assembly 32 does not turn, for example, left or right, to steer thevehicle 10. - As best shown in
FIGS. 3 and 4 , thewheel knuckle 44 can include atop segment 48 and abottom segment 50 disposed below thetop segment 48 relative to theaxis 46. Thewheel knuckle 44 can also include afirst side 52 and asecond side 54 spaced from each other transverse to theaxis 46. Generally, thefirst side 52 faces inwardly toward thesecond wheel assembly 34 and thesecond side 54 faces outwardly away from thesecond wheel assembly 34. The top andbottom segments second sides - Continuing with
FIGS. 3 and 4 , thesuspension system 12 further includes acontrol arm 56 coupled to thewheel knuckle 44. Furthermore, thecontrol arm 56 is also coupled to thestructure 14. Therefore, thecontrol arm 56 couples thewheel knuckle 44 to thestructure 14. The downward load applied to thestructure 14 is transferred to or acts on thecontrol arm 56, which is then transferred to or acts on the wheel knuckle and thefirst wheel assembly 32. - Again, continuing with
FIGS. 3 and 4 , thecontrol arm 56 includes aproximal end 58 having afirst arm segment 60 and asecond arm segment 62 each extending outwardly from theproximal end 58 away from each other to respective first and second distal ends 64, 66 to define aspace 68 between the first andsecond arm segments proximal end 58 of thecontrol arm 56 is coupled to thetop segment 48 of thewheel knuckle 44. Therefore, theproximal end 58 of thecontrol arm 56 couples thewheel knuckle 44 to thestructure 14. For example, a ball joint can couple thewheel knuckle 44 to theproximal end 58 of thecontrol arm 56. - Turning to
FIGS. 4-6 , thesuspension system 12 also includes abiasing device 70 at least partially disposed in thespace 68 between the first andsecond arm segments device 70 in thespace 68. The biasingdevice 70 can be for thesuspension system 12 of the rear 40 of thevehicle 10 or thefront 142 of thevehicle 10. - The biasing
device 70 provides a reaction force (the reaction force is identified byarrow 72 inFIGS. 3 and 5 ) that counteracts the downward load (arrow 20). The biasingdevice 70 is coupled to at least one of the first and second distal ends 64, 66 of the first andsecond arm segments device 70 provides a first reaction force that counteracts the downward load acting on thecontrol arm 56. The first reaction force is substantially proportional to the downward load to substantially maintain a position of thewheel knuckle 44. As mentioned above, the downward load is transferred to or acts on thecontrol arm 56, which is then transferred to or acts on thewheel knuckle 44. More specifically, the biasingdevice 70 is coupled to at least one of the first and second distal ends 64, 66 of the first andsecond arm segments device 70 provides the first reaction force that counteracts the downward load applied to thestructure 14. The first reaction force is substantially proportional to the downward load to substantially maintain a vertical position of thestructure 14 relative to thewheel knuckle 44. Therefore, counteracting the first downward load allows thestructure 14 to substantially maintain its vertical position relative to theroad 16. As such, thesuspension system 12 can actively adjust to counteract the downward load applied to thestructure 14 to substantially maintain the suspension travel, and thus the vertical position of thestructure 14 relative to theroad 16. Simply stated, the reaction force generally opposes the downforce load. The vertical position of thestructure 14 can be the height of thestructure 14 from theroad 16. As such, the height of thestructure 14 relative to theroad 16 can be substantially maintained or changed (as discussed further below). Said differently, the vertical position can be the position of thestructure 14 spaced from theroad 16 or a component of thevehicle 10, such as thewheel knuckle 44, generally along theaxis 46. - The phrase “at least one of” should be construed to include non-exclusive logical “or”, i.e., at least one of the first
distal end 64 or the seconddistal end 66. Therefore, in certain embodiments, the biasingdevice 70 is coupled to the firstdistal end 64 of thefirst arm segment 60 or the seconddistal end 66 of thesecond arm segment 62. In other embodiments, the biasingdevice 70 is coupled to both of the first and second distal ends 64, 66 of the first andsecond arm segments - As best shown in
FIGS. 3-5 , the biasingdevice 70 can be disposed between the first and second distal ends 64, 66 of the first andsecond arm segments longitudinal axis 74. As discussed further below, a portion of the biasingdevice 70 can extend beyond at least one of the first and second distal ends 64, 66 of the first andsecond arm segments FIG. 5 , a portion of the biasingdevice 70 extends beyond the firstdistal end 64 of thefirst arm segment 60 away from the seconddistal end 66 of thesecond arm segment 62. As another example, a portion of the biasingdevice 70 can extend beyond the seconddistal end 66 of thesecond arm segment 62 away from the firstdistal end 64 of thefirst arm segment 60. The interpretation of phrase “at least one of” is discussed above and will not be re-discussed. - Generally, the
control arm 56 can be rotatable about thelongitudinal axis 74. Therefore, when thecontrol arm 56 rotates about thelongitudinal axis 74, thestructure 14 can correspondingly move upwardly or downwardly relative to theroad 16 or generally along theaxis 46. Furthermore, when thecontrol arm 56 rotates about thelongitudinal axis 74, thecontrol arm 56 moves relative to thewheel knuckle 44. - The biasing
device 70 provides an active suspension adjustment. For example, when track performance and/or high speed driving/cornering is desired, thespoiler 18 is moved from the retracted position to the extended position, and simultaneously or in tandem, the biasingdevice 70 is actuated to counteract the increased downward load applied to thestructure 14 to substantially maintain the vertical position of thestructure 14 relative to theroad 16. As another example, when surface street performance and/or lower speed driving is desired, thespoiler 18 is moved from the extended position back to the retracted position, and simultaneously or in tandem, the biasingdevice 70 is actuated to change the reaction force counteracting the downward load which allows thestructure 14 to change its vertical position. It is to be appreciated when the biasingdevice 70 and thespoiler 18 are actuated in tandem, the biasingdevice 70 can be actuated before or after thespoiler 18. Therefore, the downward load and the reaction force can be continuously changing depending on the desired operation of thevehicle 10. - Specifically, the biasing
device 70 can operate in a first mode to provide the first reaction force that is substantially proportional to the downward load. The biasingdevice 70 can also operate in a second mode to provide a second reaction force that counteracts the downward load acting on thecontrol arm 56 such that the second reaction force is different from the downward load which allows thecontrol arm 56 to selectively rotate about thelongitudinal axis 74 to change the position of thecontrol arm 56 relative to thewheel knuckle 44. More specifically, the second mode provides the second reaction force that counteracts the downward load applied to thestructure 14. Therefore, the second reaction force is different from the downward load which allows thecontrol arm 56 to selectively rotate about thelongitudinal axis 74 to change the vertical position of thestructure 14 relative to thewheel knuckle 44. The biasingdevice 70 can be actuated in both the first and second modes. When the biasingdevice 70 is actuated in the second mode, the biasingdevice 70 is rotated to change the reaction force that counteracts the downward load. - The first reaction force and the second reaction force can be any suitable magnitude or values. The first and second reaction forces can change depending on whether the
vehicle 10 is operating in the first or second mode. Furthermore, the first and second reaction forces can change depending on the downward load applied to thestructure 14. The downward load can change due to the speed of thevehicle 10, the position of thespoiler 18, the amount of weight disposed in, or removed from, thevehicle 10, etc. Therefore, the first reaction force can be greater than, less than, or equal to the second reaction force depending on the magnitude of the downward load and/or the mode. Changing the reaction force allows thestructure 14 to move closer to theroad 16, i.e., decrease the clearance between thestructure 14 and theroad 16 or move farther from theroad 16, i.e., increase the clearance between thestructure 14 and theroad 16. For example, when the reaction force is less than the downward load, thestructure 14 can move closer to theroad 16. As another example, when the reaction force is greater than the downward load, thestructure 14 can move away from theroad 16. Furthermore, when the downward load changes, due to changes in speed of thevehicle 10 or the position of thespoiler 18, the first reaction force can change accordingly to substantially maintain the vertical position of thestructure 14 relative to theroad 16, or the second reaction force can change accordingly to allow the vertical position of thestructure 14 to change relative to theroad 16. Therefore, the downward load and the reaction force can be continuously changing. - Referring to
FIGS. 3 and 4 , the biasingdevice 70 can include atorsion bar 76 disposed in thespace 68 and extending along thelongitudinal axis 74. Positioning thetorsion bar 76 in thespace 68 between the first and second distal ends 64, 66 provide compact packaging of the biasingdevice 70. In certain embodiments, thetorsion bar 76 is concentric or coaxial with thelongitudinal axis 74. Thetorsion bar 76 can include afirst end portion 78 and asecond end portion 80 spaced from each other along thelongitudinal axis 74. One of the first andsecond end portions torsion bar 76 is affixed while the other one of the first andsecond end portions torsion bar 76. Simply stated, torque can be applied to thetorsion bar 76 to provide the first reaction force that counteracts the downward load. Therefore, torque can be applied to thetorsion bar 76 when in the first mode, and torque applied to thetorsion bar 76 can be changed when in the second mode. Therefore, torque can be applied to thetorsion bar 76 in both the first and second modes, and can change depending on the magnitude of the downward load and/or the mode. The torsional load is transferred to or acts on thecontrol arm 56 as the reaction force that counteracts the downward load. The reaction force can be directed generally upwardly through thecontrol arm 56 and thewheel knuckle 44 to counteract the downward load which is directed generally downwardly through thecontrol arm 56 and thewheel knuckle 44. Generally, the biasingdevice 70 acts or functions as an adjustable load spring. - Additionally, continuing with
FIGS. 3 and 4 , the biasingdevice 70 can include ahousing 82 attached to one of the first and second distal ends 64, 66 of the first andsecond arm segments device 70 to thecontrol arm 56. Therefore, in certain embodiments, thehousing 82 is attached to the firstdistal end 64 of thefirst arm segment 60 or the seconddistal end 66 of thesecond arm segment 62. In other embodiments, thehousing 82 is attached to both of the first and second distal ends 64, 66 of the first andsecond arm segments device 70 to thecontrol arm 56. Thehousing 82 is attached to thecontrol arm 56 such that the reaction force is transferred or acts on thecontrol arm 56 through thehousing 82. - The
housing 82 can be rotatable about thelongitudinal axis 74. As such, thehousing 82 is attached to one, or both, of the first and second distal ends 64, 66 such that thecontrol arm 56 and thehousing 82 are selectively rotatable about thelongitudinal axis 74 as a unit. Simply stated, thehousing 82 is attached to thecontrol arm 56 such that thehousing 82 and thecontrol arm 56 can rotate about thelongitudinal axis 74 as the unit or in unison. Therefore, for example, the biasingdevice 70 can be coupled to both of the first and second distal ends 64, 66 of the first andsecond arm segments control arm 56 and thehousing 82 are selectively rotatable as the unit. - Referring to
FIGS. 3-5 , in certain embodiments, thehousing 82 can include afirst end 84 and asecond end 86 spaced from each other along thelongitudinal axis 74. The first and/or second distal ends 64, 66 of the first andsecond arm segments housing 82. In certain embodiments, the firstdistal end 64 is attached adjacent to thefirst end 84 of thehousing 82 and/or the seconddistal end 66 is attached adjacent to thesecond end 86 of thehousing 82. Furthermore, in certain embodiments, thefirst end 84 of thehousing 82 is disposed beyond the firstdistal end 64 of thefirst arm segment 60 away from thespace 68 and/or thesecond end 86 of thehousing 82 is disposed beyond the seconddistal end 66 of thesecond arm segment 62 away from thespace 68. Simply stated, the first and second ends 84, 86 of thehousing 82 are spaced from thespace 68 between the first andsecond arm segments housing 82 are not disposed in thespace 68 between the first andsecond arm segments - Continuing with
FIGS. 3-5 , thesuspension system 12 can also include at least one bushing or bearing 88 coupled to thehousing 82. The bushing or bearing 88 can minimize friction between thehousing 82 and thebushing 88 during rotation of thehousing 82 about thelongitudinal axis 74. In certain embodiments, a plurality of bushings orbearings 88 are utilized. Generally, the bushings orbearings 88 surround the outside of thehousing 82 and can support thehousing 82. One bushing or bearing 88 can be disposed adjacent to thefirst end 84 of thehousing 82 and another bushing or bearing 88 can be disposed adjacent to thesecond end 86 of thehousing 82. As such, in certain embodiments, the bushings orbearings 88 are disposed outside of thespace 68 between the first andsecond arm segments bearings 88 are spaced from thespace 68 between the first andsecond arm segments first end 84 of thehousing 82 and the firstdistal end 64 of thefirst arm segment 60 and another bushing or bearing 88 is disposed between thesecond end 86 of thehousing 82 and the seconddistal end 66 of thesecond arm segment 62. Simply stated, the bushings orbearings 88 can be disposed outside of the first andsecond arm segments - Furthermore, the
bushings 88 are secured to thestructure 14. For example, thebushings 88 can be disposed between a pair ofribs 90 on the frame. Specifically, thebushings 88 can include a pair offeet 92 wedged between the pair ofribs 90 to secure thebushings 88 to thestructure 14. It is to be appreciated that thebushings 88 can be secured or attached to thestructure 14 in any suitable location, configuration and/or method. Thefeet 92 transfer the downward load applied to thestructure 14 to thehousing 82, thecontrol arm 56, thewheel knuckle 44 and thus thefirst wheel assembly 32. Furthermore, the reaction force is transferred from thehousing 82 and thecontrol arm 56 to counteract the downward load. Simply stated, the downward load applied to thestructure 14 acts on or is transferred to thebushings 88, and this downward load acts on, or is transferred to, thehousing 82, and thus thecontrol arm 56, through thebushings 88. The bushings/bearings 88 can be pillow block bushings/bearings. It is to be appreciated that the bushing(s) or bearing(s) 88 can be any suitable configuration. - As best shown in
FIG. 3 , thetorsion bar 76 can be at least partially disposed inside thehousing 82. For example, thehousing 82 can have afirst length 94 and thetorsion bar 76 can have asecond length 96 greater than thefirst length 94 such that thetorsion bar 76 extends outside of thehousing 82. Generally, a portion of thesecond length 96 of thetorsion bar 76 can be inside thehousing 82 and another portion of thetorsion bar 76 can extend outside of thehousing 82. It is to be appreciated that thehousing 82 and thetorsion bar 76 can be any suitable length. Furthermore, thetorsion bar 76 can be any suitable thickness. Additionally, a portion of thetorsion bar 76 can extend beyond at least one of the first and second distal ends 64, 66 of the first andsecond arm segments FIG. 5 , a portion of thetorsion bar 76 extends beyond the firstdistal end 64 of thefirst arm segment 60 away from the seconddistal end 66 of thesecond arm segment 62. As another example, a portion of thetorsion bar 76 can extend beyond the seconddistal end 66 of thesecond arm segment 62 away from the firstdistal end 64 of thefirst arm segment 60. In one configuration, about 20% of thesecond length 96 of thetorsion bar 76 extends beyond the seconddistal end 66 of thesecond arm segment 62 away from the firstdistal end 64 of thefirst arm segment 60. It is to be appreciated that thetorsion bar 76 can be any suitable location relative to thecontrol arm 56. - In certain embodiments, the second end portion 80 (of the torsion bar 76) is affixed to the
housing 82 and thefirst end portion 78 is disposed outside of thehousing 82. Specifically, thesecond end portion 80 of thetorsion bar 76 can be affixed to thehousing 82, and more specifically, affixed to thesecond end 86 of thehousing 82. Thesecond end portion 80 being affixed to thehousing 82 provides the fixed point that thetorsion bar 76 can twist or rotate relative to. Therefore, rotation of thetorsion bar 76 provides the torsional load which is transferred to or acts on thecontrol arm 56 as the reaction force that counteracts the downward load. Specifically, torque applied to thetorsion bar 76 by rotating or twisting thetorsion bar 76 creates a moment (torsional load) that is transferred to or acts on thehousing 82/control arm 56 which creates the reaction force to counteract the downward load. - Generally, the
torsion bar 76 is spaced from thehousing 82, except at the attachment point between thesecond end portion 80 and thesecond end 86 of thehousing 82, which minimizes frictional engagement during rotation of thetorsion bar 76. Having thesecond end portion 80 of thetorsion bar 76 affixed to thesecond end 86 of thehousing 82, allows the reaction force provided by the biasingdevice 70 to be transferred to thehousing 82 and thecontrol arm 56 to counteract the downward load. Therefore, when the biasingdevice 70 operates in the first mode, thetorsion bar 76 is twisted or rotated, and thus, applies the first reaction force to thehousing 82 which acts on thecontrol arm 56 to counteract the downward load. When the biasingdevice 70 operates in the second mode, thetorsion bar 76 is twisted or rotated in the same direction or the opposite direction that thetorsion bar 76 was rotated in the first mode, and thus, applies the second reaction force to thehousing 82 which acts on thecontrol arm 56 to counteract the downward load. - A portion of the
torsion bar 76 can be selectively rotatable about thelongitudinal axis 74. Specifically, one end of thetorsion bar 76 is affixed to thehousing 82 to prevent rotation of that end while the other end of thetorsion bar 76 is rotatable to twist or partially untwist thetorsion bar 76. For example, thefirst end portion 78 of thetorsion bar 76 is selectively rotatable about thelongitudinal axis 74 to apply the torsional load to thetorsion bar 76 to provide the first and second reaction forces that counteract the downward load. Therefore, when thespoiler 18 is extended to the desired position, the downward load is applied to thestructure 14 which acts on thecontrol arm 56, and thus, thehousing 82 of the biasingdevice 70, and rotating thetorsion bar 76 causes thetorsion bar 76 to apply the torsional load to thehousing 82, and thus thecontrol arm 56, to counteract the downward load. For example, when thefirst end portion 78 of thetorsion bar 76 is rotated counterclockwise as indicated by arrow 98 (seeFIGS. 3 and 4 ), the torsional load increases. It is to be appreciated that thetorsion bar 76 can be attached to thehousing 82 in other configurations than illustrated such that clockwise rotation of thetorsion bar 76 can increase the torsional load instead of counterclockwise rotation. - A
distal portion 100 of thesecond end portion 80 of thetorsion bar 76 and thesecond end 86 of thehousing 82 can be splined to each other to prevent rotation of thetorsion bar 76 at that attachment point. Generally, the splines of thesecond end 86 of thehousing 82 are disposed inside thehousing 82 to cooperate with the splines of thedistal portion 100 of thesecond end portion 80 of thetorsion bar 76. It is to be appreciated that thesecond end portion 80 of thetorsion bar 76 can be affixed to thehousing 82 in other suitable configurations, such as keyed, flats, tapered, etc., or affixed to thehousing 82 by any suitable methods, such as welding, adhesive, etc. - Referring to
FIGS. 4 and 5 , the biasingdevice 70 can include anactuator 102 coupled to thefirst end portion 78 of thetorsion bar 76 to selectively rotate thefirst end portion 78 of thetorsion bar 76. Furthermore, theactuator 102 is affixed to thestructure 14. Therefore, theactuator 102 supports thefirst end portion 78 of thetorsion bar 76. For example, theactuator 102 can be affixed to thestructure 14. In certain embodiments, theactuator 102 is affixed to the frame adjacent to abumper beam 104. In other embodiments, theactuator 102 is affixed to thebumper beam 104. Thebumper beam 104 can extend across the vehicle 10 (seeFIG. 6 ), such as between the first andsecond wheel assemblies actuator 102 can be affixed to thestructure 14 in any suitable location. Theactuator 102 is removed fromFIG. 3 for illustrative purposes only. - Continuing with
FIGS. 4 and 5 , in certain embodiments, theactuator 102 can include a motor 106 (referred to as asecond motor 106 herein) coupled to thefirst end portion 78 of thetorsion bar 76 to selectively rotate thefirst end portion 78 of thetorsion bar 76. Furthermore, theactuator 102 can include adrive mechanism 108 coupled to thesecond motor 106 and thefirst end portion 78 of thetorsion bar 76 to selectively rotate thefirst end portion 78 of thetorsion bar 76. For example, actuation of thesecond motor 106 moves, turns or drives thedrive mechanism 108 that rotates thefirst end portion 78 of thetorsion bar 76. Thedrive mechanism 108 can be a planetary gear set, a multi-stage planetary gear set, a belt drive or any other suitable mechanism to rotate and maintain the desired position of thetorsion bar 76. In certain embodiments, optionally, when thedrive mechanism 108 is a planetary gear set, the planetary gear set can be concentric or coaxial with thelongitudinal axis 74. Thesecond motor 106 can be an electro-mechanical motor, an electric motor or any other suitable mechanism to operate thedrive mechanism 108. It is to be appreciated that aposition sensor 110 can be coupled to thetorsion bar 76, thedrive mechanism 108 and/or a part of thesecond motor 106 to sense the position of thetorsion bar 76 and/or thedrive mechanism 108. - The
second end portion 80 of thetorsion bar 76 is affixed to thehousing 82 to prevent rotation of that end while thefirst end portion 78 of thetorsion bar 76 is rotatable when thesecond motor 106 is actuated to twist or partially untwist thetorsion bar 76. Adistal portion 112 of thefirst end portion 78 of thetorsion bar 76 can be splined and a portion of thedrive mechanism 108 can be splined to cooperate with thedistal portion 112 of thefirst end portion 78. Therefore, movement of thedrive mechanism 108 correspondingly rotates thefirst end portion 78 of thetorsion bar 76. It is to be appreciated that thefirst end portion 78 of thetorsion bar 76 and thedrive mechanism 108 can be coupled to each other in any suitable configurations, such as keyed, flats, tapered, etc., or coupled to each other by any suitable methods, such as welding, adhesive, etc. It is to also be appreciated that thefirst end portion 78 of thetorsion bar 76 and thedrive mechanism 108 can be coupled to each other by any suitable configurations/components to rotate thetorsion bar 76. - Actuation of the
actuator 102 can rotate thefirst end portion 78 of thetorsion bar 76 to the desired position to apply the desired reaction force that counteracts the downward load being applied to thestructure 14. Acontroller 114 can be utilized to selectively actuate thebiasing device 70, and more specifically, theactuator 102 to rotate thetorsion bar 76 to the desired position. Generally, thecontroller 114 can be part of an electronic control module that is in communication with various components of thevehicle 10. For example, thecontroller 114 can be in communication with the first andsecond motors position sensors controller 114 can communicate with aspeed sensor 116 to determine the speed thevehicle 10 is traveling. The speed of thevehicle 10 can be utilized by thecontroller 114 to determine aerodynamic information and thus determine the downward load being applied to thestructure 14. Specifically, thecontroller 114 can compile data from thesensors spoiler 18 to the desired position and drive thedrive mechanism 108 to rotate thetorsion bar 76 to the desired position. Simply stated, thecontroller 114 can signal theactuator 102 to operate in one of the first and second modes. It is to be appreciated that more than onecontroller 114 can be utilized and can be in communication with each other. - The
controller 114 includes aprocessor 118 and amemory 120 on which is recorded instructions for communicating with thespoiler 18, theactuator 102, thespeed sensor 116 and/or theposition sensors controller 114 is configured to execute the instructions from thememory 120, via theprocessor 118. For example, thecontroller 114 can be a host machine or distributed system, e.g., a computer such as a digital computer or microcomputer, acting as a vehicle control module, and/or as a proportional-integral-derivative (PID) controller device having a processor, and, as thememory 120, tangible, non-transitory computer-readable memory such as read-only memory (ROM) or flash memory. Thecontroller 114 can also have random access memory (RAM), electrically erasable programmable read only memory (EEPROM), a high-speed clock, analog-to-digital (A/D) and/or digital-to-analog (D/A) circuitry, and any required input/output circuitry and associated devices, as well as any required signal conditioning and/or signal buffering circuitry. Therefore, thecontroller 114 can include all software, hardware,memory 120, algorithms, connections, sensors, etc., necessary to monitor and control the first andsecond motors speed sensor 116 and theposition sensors controller 114. It is to be appreciated that thecontroller 114 can also include any device capable of analyzing data fromvarious sensors second motors speed sensor 116, theposition sensors - Therefore, the
controller 114 can communicate with theactuator 102 to actively control the biasingdevice 70. For example, theactuator 102 can be powered when the biasingdevice 70 is in the first mode and/or the second mode. Thecontroller 114 can determine the amount of torque (rotation or twist) to apply to thetorsion bar 76 based on the angle of thespoiler 18 and/or the speed of thevehicle 10 and/or the amount of downward load applied to thestructure 14 and/or the height of thestructure 14 from theroad 16 utilizing a height sensor, the amount of weight disposed in, or removed from, thevehicle 10, etc. Thecontroller 114 can store one or more calculations or algorithms can be utilized to determine the position of the biasingdevice 70. Optionally, a transducer can be in communication with thecontroller 114 and theactuator 102 to assist in controlling the position of the biasingdevice 70, and specifically, thetorsion bar 76. - Additionally, optionally, the
actuator 102 can also include one or more stops to limit one or more directions of rotation of thetorsion bar 76. Therefore, when utilizing the stops, one stop can limit rotation of thetorsion bar 76 to a minimum torque applied to thetorsion bar 76 and another stop can limit rotation of thetorsion bar 76 to a maximum torque applied to thetorsion bar 76. - Turning to
FIG. 4 , thesuspension system 12 can further include apiston shock absorber 122 coupled to thewheel knuckle 44 and partially disposed in thespace 68 between the first andsecond arm segments piston shock absorber 122 is coupled to thestructure 14 and thefirst side 52 of thewheel knuckle 44. Thepiston shock absorber 122 extends through thespace 68, and thus, a portion of thepiston shock absorber 122 is disposed above thecontrol arm 56 and a portion of thepiston shock absorber 122 is disposed below thecontrol arm 56. In other words, a portion of thepiston shock absorber 122 is disposed above thelongitudinal axis 74 relative to theaxis 46 and a portion of thepiston shock absorber 122 is disposed below thelongitudinal axis 74 relative to theaxis 46. Therefore, thecontrol arm 56 and thehousing 82 of the biasingdevice 70 cooperate to surround a portion of thepiston shock absorber 122. - The
piston shock absorber 122 can include a cylinder having a piston movably disposed inside the cylinder. Thepiston shock absorber 122 dampens movement of thestructure 14 or sprung mass of thevehicle 10 as thevehicle 10 travels over theroad 16. For example, thepiston shock absorber 122 can dampen movement of thestructure 14 as thevehicle 10 moves over bumps, holes, etc. The biasingdevice 70 can also dampen movement of thestructure 14, in addition to, the biasingdevice 70 being able to substantially maintain the vertical position of thestructure 14 when in the first mode or change the vertical position of thestructure 14 when in the second mode. - The
piston shock absorber 122 is operable without utilizing a coil spring surrounding the cylinder. Simply stated, thepiston shock absorber 122 does not utilize a coil spring as discussed in the background section above. - In certain embodiments, the
control arm 56 is further defined as a first control arm 56 (and will be referred to as thefirst control arm 56 in the below discussion) and thesuspension system 12 can further include a second control arm 126 (seeFIGS. 3 and 4 ) spaced from thefirst control arm 56. Thesecond control arm 126 is also coupled to thewheel knuckle 44. Specifically, thesecond control arm 126 is coupled to thebottom segment 50 of thewheel knuckle 44. Additionally, thesecond control arm 126 is coupled to thestructure 14. Therefore, generally, thesecond control arm 126 couples thewheel knuckle 44 to thestructure 14. For example, a ball joint can couple thewheel knuckle 44 to thesecond control arm 126. - As best shown in
FIG. 4 , in certain embodiments, thefirst control arm 56 is coupled to thewheel knuckle 44 above thesecond control arm 126. In other words, thesecond control arm 126 is disposed below thefirst control arm 56, and thus thesecond control arm 126 is disposed closer to theroad 16 than thefirst control arm 56. Simply stated, thesecond control arm 126 is disposed below thelongitudinal axis 74 relative to theaxis 46. Thefirst control arm 56 can be referred to as an upper control arm and thesecond control arm 126 can be referred to as a lower control arm. - Referring to
FIG. 3 , thesecond control arm 126 is rotatable about afirst axis 128 spaced from thelongitudinal axis 74. In certain embodiments, thefirst axis 128 and thelongitudinal axis 74 can be spaced and substantially parallel to each other. When the first and/orsecond control arms longitudinal axis 74 and thefirst axis 128 respectively, thestructure 14 correspondingly moves relative to theroad 16. For example, thestructure 14 can move upwardly or downwardly relative to thewheel knuckle 44, theroad 16 or theaxis 46. - As shown in
FIG. 6 , thesuspension system 12 can include suspension components on both sides of thevehicle 10. As such, the components discussed above can be duplicated for the other side of thevehicle 10. In other words, suspension components can be coupled to thesecond wheel assembly 34. Therefore, onebiasing device 70 is utilized for thefirst wheel assembly 32 and asecond biasing device 130 can be utilized for thesecond wheel assembly 34. As such, asecond wheel knuckle 132 can be coupled to thesecond wheel assembly 34; athird control arm 134, that can also be referred to as an upper control arm, can be coupled to thesecond wheel knuckle 132; afourth control arm 136, that can also be referred to as a lower control arm, can be coupled to thesecond wheel knuckle 132; a secondpiston shock absorber 138 can be coupled to thesecond wheel knuckle 132; asecond actuator 140, etc. Each of these additional suspension components can have the same features as discussed above with the difference being that these components are operative along the opposite side of thevehicle 10. - Furthermore, the
controller 114, as discussed above, can communicate with both of thebiasing devices actuators controller 114 can communicate with each of theactuators vehicle 10 that counteracts the downward load. Alternatively, thecontroller 114 can communicate with each of theactuators vehicle 10 that counteracts the downward load. - The
suspension system 12 described herein is arranged to provide compact packaging of thesuspension system 12 in thevehicle 10. Additionally, the biasingdevices structure 14 and/or change the vertical position of thestructure 14. Furthermore, the biasingdevices structure 14. - Pitch movement can occur when the
vehicle 10 is accelerating or braking, which causes forwardly or backwardly rocking of thestructure 14. Therefore, thecontroller 114 can actuate theactuators structure 14. Generally, thecontroller 114 can utilize any of the data/information, etc. as discussed above, as well as acceleration/braking data of thevehicle 10, to determine the desired positions of thebiasing devices - Roll movement can occur when the
vehicle 10 is cornering (moving through a turn/curve), which causes thestructure 14 to rock away from the center of the turn. Therefore, thecontroller 114 can actuate theactuators structure 14. Generally, thecontroller 114 can utilize any of the data/information, etc. as discussed above, to determine the desired positions of thebiasing devices - Furthermore, when a predetermined axial force is applied to the front 142 or the rear 40 of the
vehicle 10, the positioning of thebiasing devices bumper beam 104 allows the torsion bars 76 to disengage in certain situations and translate into thebumper beam 104 to minimize reinforcement of structural rails of thevehicle 10 which allows the structural rails to displace to absorb energy, and/or allows the torsion bars 76 to deform in certain situations to absorb energy. Additionally, the biasingdevices controller 114 to act as a stabilizer for thevehicle 10. - While the best modes for carrying out the disclosure have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments for practicing the disclosure within the scope of the appended claims. Furthermore, the embodiments shown in the drawings or the characteristics of various embodiments mentioned in the present description are not necessarily to be understood as embodiments independent of each other. Rather, it is possible that each of the characteristics described in one of the examples of an embodiment can be combined with one or a plurality of other desired characteristics from other embodiments, resulting in other embodiments not described in words or by reference to the drawings. Accordingly, such other embodiments fall within the framework of the scope of the appended claims.
Claims (20)
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CN201510420145.1A CN105270123B (en) | 2014-07-18 | 2015-07-16 | Vehicle and Suspension system for vehicle |
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DE102009051469A1 (en) * | 2009-10-30 | 2011-05-05 | Audi Ag | Suspension for motor vehicles |
JP2012025226A (en) * | 2010-07-21 | 2012-02-09 | Kubota Corp | Suspension arm |
DE102011082128B4 (en) * | 2011-09-05 | 2020-10-29 | Bayerische Motoren Werke Aktiengesellschaft | Vehicle wheel suspension with wheel load that can be changed via a reversing lever |
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2014
- 2014-07-18 US US14/335,391 patent/US9238391B1/en active Active
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2015
- 2015-06-30 DE DE102015110470.9A patent/DE102015110470A1/en active Pending
- 2015-07-16 CN CN201510420145.1A patent/CN105270123B/en active Active
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10315711B2 (en) * | 2017-07-25 | 2019-06-11 | Gm Global Technology Operations Llc. | Vehicle ride-height dependent control of air deflector |
Also Published As
Publication number | Publication date |
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DE102015110470A1 (en) | 2016-01-21 |
CN105270123A (en) | 2016-01-27 |
CN105270123B (en) | 2018-12-14 |
US9238391B1 (en) | 2016-01-19 |
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