System and method for vehicle roll control

• US 5,529,324 A
• Filed: 08/15/1994
• Issued: 06/25/1996
• Est. Priority Date: 08/15/1994
• Status: Expired due to Term

• Current Assignee: Kelsey-Hayes Co. (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: Kelsey-Hayes Co. (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Krawczyk, Gregory J., Gibson, Alexander O.
• Primary Examiner(s): Oberleitner, Robert J.
• Assistant Examiner(s): BARTZ, CLIFFORD T
• Application Number:
  US08/290,583
• Time in Patent Office: 680 Days
• Field of Search: 280/112.2, 280/772, 280/702, 280/709, 280/707, 280/840, 280/689, 280/6.12, 280/714, 280/723, 267/64.16
• US Class Current: 280/124.106
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 21/0555 including an actuator inducing vehicle roll
• CPC Class Codes: B60G 21/06 fluid
• CPC Class Codes: B60G 2202/135 Stabiliser bar and/or tube
• CPC Class Codes: B60G 2202/413 Hydraulic actuator
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/208 of wheel rotation
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2600/08 Failure or malfunction detecting means
• CPC Class Codes: B60G 2800/012 Rolling condition

Abstract

A system and method for controlling vehicle roll, such as during a cornering maneuver. The roll control system and method include a sensor for sensing roll of the vehicle, a roll control signal generator for generating a roll control signal in response to the sensed vehicle roll, a pressure differential valve for generating a high pressure fluid, and an actuator for compensating for the sensed vehicle body roll. The roll control system and method also include a fluid control device for controlling the actuator in response to the roll control signal. The control device ports both the actuator inlet and outlet to a fluid reservoir when the vehicle is driven along a straight line path, and ports one of the actuator inlet and outlet to the fluid reservoir and the other of the actuator inlet and outlet to the high pressure fluid when the vehicle is driven along a curved path.

Claims

1. A roll control system for a vehicle, the system comprising:

means for sensing roll of the vehicle;

means for generating a roll control signal in response to the sensed vehicle roll;

an actuator for compensating for the sensed vehicle roll, the actuator having a fluid inlet and a fluid outlet;

a first solenoid activated two-position valve in direct communication with a fluid reservoir having fluid at a reservoir pressure and the actuator inlet, the first valve having a de-energized normally closed position and an energized open position; and

a second solenoid activated two-position valve in direct communication with the fluid reservoir and the actuator outlet, the second valve having a de-energized normally closed position and an energized open position;

a third solenoid activated two-position valve in direct communication with a high pressure fluid and the actuator inlet, the high pressure fluid having a pressure greater than the reservoir pressure, the third valve having a de-energized normally closed position and an energized open position;

a fourth solenoid activated two-position valve in direct communication with the high pressure fluid and the actuator outlet, the fourth valve having a de-energized normally closed position and an energized open position;

wherein the first and second valves are energized to port both the actuator inlet and outlet to the fluid reservoir when the vehicle is driven along a straight line path, the first valve is energized to port the actuator inlet to the fluid reservoir and the fourth valve is energized to port the actuator outlet to the high pressure fluid when the vehicle is driven along a first curved path, the second valve is energized to port the actuator outlet to the fluid reservoir and the third valve is energized to port the actuator inlet to the high pressure fluid when the vehicle is driven along a second curved path, and both the actuator inlet and outlet are fluidly locked in the event of an electrical power failure where the first, second, third and fourth valves are de-energized.

2. The roll control system of claim 1 further comprising a pressure differential valve for generating the high pressure fluid.

3. The roll control system of claim 2 wherein the pressure differential valve maintains a substantially constant pressure differential thereacross for a plurality of fluid flow rates.

4. A roll control system for a vehicle, the system comprising:

means for sensing roll of the vehicle;

means for generating a roll control signal in response to the sensed vehicle roll;

a pressure differential valve for generating a high pressure fluid;

an actuator for compensating for the sensed vehicle roll, the actuator having a fluid inlet and a fluid outlet; and

a fluid control device for controlling the actuator in response to the roll control signal, the control device operative to port both the actuator inlet and outlet to a fluid reservoir when the vehicle is driven along a straight line path, the fluid reservoir having a fluid pressure less than the high pressure fluid, and to port one of the actuator inlet and outlet to the fluid reservoir and the other of the actuator inlet and outlet to the high pressure fluid when the vehicle is driven along a curved path, the fluid control device including a plurality of solenoid activated two-position valves each having a de-energized normally closed position and an energized open position, the plurality of solenoid activated two-position valves including

a first valve in direct communication with the high pressure fluid and the actuator inlet,

a second valve in direct communication with the high pressure fluid and the actuator outlet,

a third valve in direct communication with the fluid reservoir and the actuator inlet, and

a fourth valve in direct communication with the fluid reservoir and the actuator outlet;

wherein, in response to the roll control signal, the third and fourth valves are energized to port both the actuator inlet and outlet to the fluid reservoir when the vehicle is driven along a straight line path, the first valve is energized to port the actuator inlet to the high pressure fluid and the third valve is energized to port the actuator outlet to the fluid reservoir when the vehicle is driven along a first curved path, the second valve is energized to port the actuator outlet to the high pressure fluid and the fourth valve is energized to port the actuator inlet to the fluid reservoir when the vehicle is driven along a second curved path, and both the actuator inlet and outlet are fluidly locked in the event of an electrical power failure where the first, second, third and fourth valves are de-energized.

5. A roll control method for a vehicle, the method comprising:

sensing roll of the vehicle;

generating a roll control signal in response to the sensed vehicle roll;

generating a high pressure fluid;

providing an actuator for compensating for the sensed vehicle body roll, the actuator having a fluid inlet and a fluid outlet; and

controlling the actuator in response to the roll control signal to port both the actuator inlet and outlet to a fluid reservoir when the vehicle is driven along a straight line path, the fluid reservoir having a fluid pressure less than the high pressure fluid, and to port one of the actuator inlet and outlet to the fluid reservoir and the other of the actuator inlet and outlet to the high pressure fluid when the vehicle is driven along a curved path, controlling the actuator including

providing a first solenoid activated two-position valve in direct communication with the high pressure fluid and the actuator inlet, the first valve having a de-energized normally closed position and an energized open position,

providing a second solenoid activated two-position valve in direct communication with the high pressure fluid and the actuator outlet, the second valve having a de-energized normally closed position and an energized open position,

providing a third solenoid activated two-position valve in direct communication with the fluid reservoir and the actuator inlet, the third valve having a de-energized normally closed position and an energized open position,

providing a fourth solenoid activated two-position valve in direct communication with the fluid reservoir and the actuator outlet, the fourth valve having a de-energized normally closed position and an energized open position,

energizing the third and fourth valves to port both the actuator inlet and outlet to the fluid reservoir when the vehicle is driven along a straight line path,

energizing the first and third valves to port the actuator inlet to the high pressure fluid and the actuator outlet to the fluid reservoir, respectively, when the vehicle is driven along a first curved path,

energizing the second and fourth valves to port the actuator outlet to the high pressure fluid and the actuator inlet to the fluid reservoir, respectively, when the vehicle is driven along a second curved path, and

fluidly isolating both the actuator inlet and outlet in the event of an electrical power failure where the first, second, third and fourth valves are de-energized.