Vehicle roll control system

• US 6,533,294 B1
• Filed: 11/22/2000
• Issued: 03/18/2003
• Est. Priority Date: 11/26/1999
• Status: Expired due to Term

• Current Assignee: BWI Company Limited SA (Shougang Corporation)
• Original Assignee: Delphi Technologies, Inc. (BorgWarner Incorporated)
• Inventors: Pichon, Vincent, Germain, Philippe, Sauvage, Frederic, Oakley, Robin
• Primary Examiner(s): Dickson, Paul N.
• Assistant Examiner(s): Dunn, David R.
• Application Number:
  US09/721,446
• Time in Patent Office: 846 Days
• Field of Search: 280/5.504, 280/5.505, 280/5.506, 280/5.507, 280/5.508, 280/5.509, 280/5.51, 280/5.511, 280/5.512, 280/6.154, 280/6.157, 280/124.157, 280/124.16, 280/124.161, 280/124.106
• US Class Current: 280/5.511
• CPC Class Codes: B60G 17/0152 characterised by the action on a particular type of suspension unit B60G17/01941 takes precedence
• 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 2202/135 Stabiliser bar and/or tube
• CPC Class Codes: B60G 2202/413 Hydraulic actuator
• CPC Class Codes: B60G 2202/414 using electrohydraulic valves
• CPC Class Codes: B60G 2400/104 lateral or transversal with regard to vehicle
• CPC Class Codes: B60G 2400/204 Vehicle speed
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2400/50 Pressure
• CPC Class Codes: B60G 2800/012 Rolling condition

Abstract

A vehicle roll control system comprises a torsion bar and a first arm extending-substantially perpendicular to the torsion bar. The first arm is fixed to the torsion bar at one end and connectable to one of the axles at the other end. A hydraulic actuator is attached to the torsion bar; and a control connected to the hydraulic actuator controls the operation thereof on detection of a predetermined vehicle condition. The hydraulic actuator comprises a housing, a piston making a sealing sliding fit inside the housing to define a first fluid chamber and a second fluid chamber, and a piston rod connected to the piston and extending through the second fluid chamber and out of the housing. The control acts on detection of the predetermined vehicle condition alternatively (1) to apply substantially the same fluid pressure to the first and second fluid chambers when the piston tends to move in a first direction to extend the hydraulic actuator, or (2) to apply a fluid pressure to the second fluid chamber above the fluid pressure in the first fluid chamber when the piston tends to move in a second direction to compress the hydraulic actuator. The control comprises a first directional valve and a second directional valve, each directional valve being capable of moving between first and second positions either to tend to move the piston in the first direction or to tend to move the piston in the second direction.

Claims

1. A vehicle roll control system for a vehicle having a pair of wheels each rotatable on an axle, the roll control system comprising:

a torsion bar;

a hydraulic actuator connected to selectively exert a torque on the torsion bar in a first direction or a second direction opposite the first direction, the hydraulic actuator comprising a housing, a piston making a sealing sliding fit inside the housing to define a first fluid chamber and a second fluid chamber, and a piston rod connected to the piston and extending through the second fluid chamber and out of the housing, the cross-sectional area of the first fluid chamber being substantially double the cross-sectional area of the piston rod;

a fluid reservoir at essentially atmospheric pressure;

a fluid pump providing an activating fluid pressure greater than atmospheric pressure;

hydraulic apparatus interconnecting the fluid pump, the reservoir, the first fluid chamber and the second chamber, the hydraulic apparatus including a first valve and a second valve, each of the first valve and the second valve being solenoid activated between a first position and second position so that the first valve and the second valve together define four valve states, the first valve and the second valve in a first one of the four valve states fluidly connecting both the first fluid chamber and the second fluid chamber to the pump, the first valve and the second valve in a second one of the four valve states fluidly connecting the second fluid chamber to the pump and the first fluid chamber to the fluid reservoir; and

control means effective upon detection of a predetermined vehicle condition indicating vehicle roll to activate the fluid pump and activate the first fluid valve and the second fluid valve to the first one of the four valve states when the vehicle roll tends to compress the hydraulic actuator, whereby the activating fluid pressure applied to the first and second fluid chambers tends to extend the hydraulic actuator in opposition to such compression, and alternatively to activate the first fluid valve and the second fluid valve to the second one of the four valve states when the vehicle roll tends to extend the hydraulic actuator, whereby the activating fluid pressure applied to the second fluid chamber relative to the atmospheric pressure applied to the first fluid chamber tends to compress the hydraulic actuator in opposition to such extension.

2. A vehicle roll control system as claimed in claim 1, wherein the first valve and the second valve in a third one of the four valve states isolates at least the first fluid chamber from both the pump and the reservoir and the control means is effective to activate the first valve and the second valve to the third one of the four valve states when the predetermined vehicle condition indicating vehicle roll is not detected.

3. A vehicle roll control system as claimed in claim 2 wherein the first valve and the second valve in the third one of the four valve states further isolates the second fluid chamber from both the pump and the reservoir.

4. A vehicle roll control system as claimed in claim 1 wherein:

the first and second valves are connected in parallel with each other;

the first and second fluid chambers are disconnected from the pump by the first valve in its first position and connected to the pump by the first valve in its second position;

the second chamber is disconnected from the pump by the second valve in its first position and connected to the pump by the second valve in its second position; and

the first chamber is disconnected from the reservoir by the second valve in its first position and connected to the reservoir by the second valve in its second position.