Vehicle active tilt control system with improved actuators

• US 6,053,510 A
• Filed: 02/03/1998
• Issued: 04/25/2000
• Est. Priority Date: 02/03/1998
• Status: Expired due to Term

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Motor Company
• Inventors: Kokotovic, Vladimir V.
• Primary Examiner(s): Mai, Lanna
• Assistant Examiner(s): McKinley, Kevin
• Application Number:
  US09/018,163
• Time in Patent Office: 812 Days
• Field of Search: 280/5.5, 280/5.508, 280/5.506, 280/5.509, 280/5.511, 267/64.11, 188/322.14, 188/322.15
• US Class Current: 280/5.508
• 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 17/056 Regulating distributors or valves for hydropneumatic systemsB60G17/044 - B60G17/048, B60G17/0416 take precedence; Fluid interconnection systems to control vehicle inclination B60G21/06, B60G21/10; valves per se F16K
• CPC Class Codes: B60G 21/0555 including an actuator inducing vehicle roll

Abstract

A vehicle active tilt control system torsionally adjusts front and rear stabilizer bars during vehicle maneuvers. A source of pressurized fluid is provided in communication with a directional control valve. Front and rear actuators each have opposing fluid chambers for receiving fluid from the directional control valve to cause actuator movement for adjusting the front and rear stabilizer bars. Each opposing fluid chamber of the rear actuator includes an inlet with a calibrated orifice therein for restricting flow therethrough to slow movement of the rear actuator for optimal timing of rear actuator movement with respect to front actuator movement. Preferably, the actuator includes a moveable piston with first and second plugs extending therefrom for cooperation within first and second outlets, respectively, in opposing fluid chambers of the actuator to at least partially restrict the fluid flow through the outlets as the pistons approach the fully stroked positions, thereby cushioning piston movement near the end stops.

Claims

1. A vehicle active tilt control system for torsionally adjusting front and rear stabilizer bars during vehicle maneuvers, the system comprising:

a source of pressurized fluid;

a directional control valve receiving pressurized fluid from said source; and

front and rear actuators each having opposing fluid chambers to receive fluid from the directional control valve to cause actuator movement for adjusting the front and rear stabilizer bars;

wherein each opposing fluid chamber of said front and rear actuator includes an inlet, and the in lets of the rear actuators having a calibrated orifice therein which renders the rear actuator inlets smaller than the front actuator inlets to restrict flow to the rear actuator relative to the front actuator to slow movement of the rear actuator to synchronize rear actuator movement with respect to front actuator movement during vehicle maneuvers.

2. The vehicle active tilt control system of claim 1, wherein each said actuator includes a piston movable between first and second fully stroked positions, said opposing fluid chambers of the front and rear actuators including first and second fluid outlets, and each said movable piston including first and second plugs extending therefrom for cooperation within the respective first and second outlets to at least partially restrict fluid flow through the first and second outlets as the pistons approach said fully stroked positions, thereby cushioning piston movement near the first and second fully stroked positions.

3. A vehicle active tilt control system for torsionally adjusting front and rear stabilizer bars during vehicle maneuvers, the system comprising:

a source of pressurized fluid;

a directional control valve receiving pressurized fluid from said sources; and

front and rear actuators each having opposing fluid chambers for receiving fluid from the directional control valve to cause actuator movement for adjusting the front and rear stabilizers;

wherein each said actuator includes a piston movable between first and second fully stroked positions, said opposing fluid chambers of the front and rear actuators include first and second fluid outlets, and each said movable piston includes first and second plugs extending therefrom for extending into and engaging the respective first and second outlets to restrict fluid flow through the first and second outlets as the pistons approach said fully stroked positions, thereby cushioning piston movement near the first and second fully stroked positions.

4. The vehicle active tilt control system of claim 3, wherein each opposing fluid chamber of said rear actuator includes an inlet with a calibrated orifice therein for restricting flow therethrough to slow movement of the rear actuator for optimal timing of rear actuator movement with respect to front actuator movement.

5. A vehicle active tilt control system for adjusting front and rear stabilizer bars during vehicle maneuvers, the system comprising:

a source of pressurized fluid;

a directional control valve receiving pressurized fluid from said source;

front and rear actuators each having opposing fluid chambers for receiving fluid from the directional control valve to cause actuator movement for adjusting the front and rear actuators;

wherein each opposing fluid chamber of said rear actuator includes an inlet with a calibrated orifice therein for restricting flow therethrough to slow movement of the rear actuator for optimal timing of rear actuator movement with respect to front actuator movement; and

wherein each said actuator includes a piston moveable between first and second fully stroked positions, said opposing fluid chambers of the front and rear actuators including first and second fluid outlets, and each said moveable piston including first and second plugs extending therefrom for extending into and engaging the respective first and second outlets to restrict fluid flow through the first and second outlets as the pistons approach said fully stroked positions, thereby cushioning piston movement near the first and second fully stroked positions.