Vehicle lean and alignment control system

• US 6,805,362 B1
• Filed: 05/02/2003
• Issued: 10/19/2004
• Est. Priority Date: 05/02/2003
• Status: Expired due to Term

• Current Assignee: Thomas Wesley Melcher
• Original Assignee: Thomas Wesley Melcher
• Inventors: Melcher, Thomas Wesley
• Primary Examiner(s): CULBRETH, ERIC D
• Application Number:
  US10/428,274
• Time in Patent Office: 536 Days
• Field of Search: 280/5.52, 280/5.521, 280/5.522, 280/5.5, 280/5.504, 280/5.508, 280/5.509, 280/5.51, 280/5.512, 280/5.517, 280/5.518, 280/FOR.133
• US Class Current: 280/5.52
• 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 17/0165 to an external condition, e.g. rough road surface, side wind
• CPC Class Codes: B60G 21/007 means for adjusting the wheel inclination
• CPC Class Codes: B60G 2200/144 with two lateral arms forming a parallelogram
• CPC Class Codes: B60G 2200/46 camber angle
• CPC Class Codes: B60G 2202/413 Hydraulic actuator
• CPC Class Codes: B60G 2202/42 Electric actuator
• CPC Class Codes: B60G 2202/442 Rotary actuator
• CPC Class Codes: B60G 2204/13 with the spring, i.e. coil spring, or damper horizontally mounted
• CPC Class Codes: B60G 2204/143 on the vehicle body or chassis
• CPC Class Codes: B60G 2204/20 Mounting of accessories, e.g. pump, compressor
• CPC Class Codes: B60G 2204/421 Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
• CPC Class Codes: B60G 2204/4232 Sliding mounts
• CPC Class Codes: B60G 2300/45 Rolling frame vehicles
• CPC Class Codes: B60G 7/006 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 B62D7/146 takes precedence
• CPC Class Codes: B62D 9/02 combined with means for inwardly inclining vehicle body on bends
• CPC Class Codes: B62K 2005/001 Suspension details for cycles with three or more main road wheels
• CPC Class Codes: B62K 5/10 with means for inwardly inclining the vehicle body on bends

Abstract

The amount of lean to be provided is determined by force sensors, the speed, and/or the angle of turn. Then the vehicle is leaned by actuators in the suspension in accordance with a predetermined protocol in an electronic control unit (ECU). The protocol also provides shock absorption by rapidly tracking a contour of a surface on which the vehicle rides. The suspension is provided by a plurality of arm assemblies each including a lower arm, an upper control arm, and an actuator motively connected to the lower arm and to the upper control arm. The arm assemblies are pivotally connected to the frame on a common axis. The arm assemblies generally form parallelograms and are actuated in concert to remain generally parallel to each other through a range of angles to adjust the lean of the vehicle. The arm assemblies are also actuated independently of each other to accommodate variations in the contour. In one aspect, an actuator controlled by an ECU can be replaced by a mechanical actuator that can be activated manually such as by a driver'"'"'s own leaning weight.

Claims

1. A suspension comprising:

at least one arm assembly adapted to be connected to a frame;

wherein the arm assembly comprises;

a lower arm having an inboard end and an outboard end;

an upper control arm having an inboard end and an outboard end; and

an actuator mounted to the lower arm and motively connected to the upper control arm, wherein the actuator further comprises;

an actuator arm pivotally connected to the inboard end of the upper control arm; and

an actuator motor motively connected to the actuator arm to move the actuator arm through a range of motion.

2. The suspension of claim 1, further comprising a processor operably associated with the arm assembly and having circuitry or a program providing a predetermined protocol for automatically controlling the motor and the actuator arm.

3. The suspension of claim 2, further comprising:

a hub assembly pivotally connected to the outboard end of the lower arm;

the hub assembly pivotally connected to the outboard end of the upper control arm; and

at least one inboard position sensor located at a connection of the arm assembly that is adapted to be connected to the frame.

4. The suspension of claim 3, further comprising at least one outboard position sensor located at a connection between the arm assembly and the hub assembly.

5. The suspension of claim 3, further comprising at least one outboard position sensor connected to the actuator.

6. The suspension of claim 5, wherein the predetermined protocol further comprises a control for operating the actuator independently and adapted to track contours of a surface on which the suspension rests, wherein:

the inboard position sensor relays an actual angular position of the lower arm;

the outboard position sensor relays an angle of the hub assembly reflecting a lean a angle; and

the processor actuates the actuator motor of the arm assembly independently moves the hub assembly to effectively track the contour.

7. The suspension of claim 5, wherein:

the arm assembly is one of a pair of rear arm assemblies;

the arm assembly further has a rear steering mechanism; and

the processor automatically controls a position of the rear steering mechanism in accordance with the predetermined protocol in the processor based on a lean angle as reflected by data from a plurality of outboard position sensors of the arm assemblies.

8. The suspension of claim 7, further comprising:

a momentary switch operatively associated with the processor;

wherein the processor is configured to control the rear steering mechanism in counter steering angles in accordance with the predetermined protocol when the momentary switch is actuated.

9. The suspension of claim 7, wherein the processor is configured to move the actuator arm in a manner adapted to rotate the arm assembly during deceleration in order to lower the frame and provide a lower center of gravity of the vehicle.

10. The suspension of claim 2, further comprising:

at least one speed sensor operably associated with the processor and adapted for detecting a vehicle speed;

at least one front steering position sensor operably associated with the processor and adapted for determining an angle of turn; and

wherein the speed sensor and the front steering position sensor provide data to the processor, and the processor controls the motor in the arm assembly and moves the actuator arm in a manner adapted to provide lean of the frame relative to the arm assembly in accordance with the predetermined protocol.

11. The suspension of claim 2, adapted to be connected to a frame, wherein the frame has a central longitudinal axis and an upright axis that is adapted to be generally perpendicular to a ground surface when the frame is in a neutral position with no net leaning loads applied, the suspension further comprising:

a lean override switch connected to the processor adapted to permit manually leaning the frame to an angle greater than that automatically provided by the predetermined protocol relative to the upright axis of the frame.

12. The suspension of claim 11, wherein:

the processor is configured to cease automatically controlling an angle of lean based on the angle of turn and the speed of the vehicle while the lean override switch is actuated so that the front steering can be counter steered; and

the lean ceases to be automatically changed while the override switch is actuated.

13. The vehicle of claim 11, wherein the processor is configured to once again begin automatically controlling an angle of lean based on the angle of turn and the speed of the vehicle when the override switch is released.

14. The suspension of claim 1, further comprising:

a shock absorber having an inboard end and an outboard end;

the inboard end of the shock absorber adapted to be connected to the frame; and

the outboard end of the shock absorber connected to the actuator arm.

15. The suspension of claim 14, wherein the shock absorber is connected to the actuator arm outboard relative to a position at which the upper control arm is connected to the actuator arm.

16. The suspension of claim 14, wherein the outboard end of the shock absorber moves in a range of motion between a position generally above the upper control arm to a position generally below the upper control arm.

17. The suspension of claim 1, wherein the actuator arm comprises:

a first connection comprising structure that pivotally connects the actuator arm relative to the lower arm;

a second connection comprising structure that pivotally connects the actuator arm to the upper control arm;

a third connection that connects a shock absorber to the actuator arm; and

wherein a line through the first connection and the second connection is at an angle in a range substantially from 0 to 90 degrees relative to a line through the first connection and the third connection.

18. The suspension of claim 17, wherein the angle is approximately forty-five degrees.

19. The suspension of claim 17, wherein the third connection is outboard of the second connection.

20. A frame and suspension for a vehicle comprising:

a frame having a central longitudinal axis and an upright axis;

a suspension comprising a plurality of arm assemblies connected to the frame;

wherein each arm assembly comprises;

a lower arm having an inboard end and an outboard end;

an upper control arm having an inboard end and an outboard end; and

an actuator motively connected to the upper control arm, wherein the actuator further comprises;

an actuator arm pivotally connected to the inboard end of the upper control arm; and

an actuator motor supported on the lower arm and motively connected to the actuator arm to move the actuator arm through a range of motion.

21. The frame and suspension of claim 20, further comprising a processor operably associated with each arm assembly and having circuitry or a program providing a predetermined protocol for automatically controlling the motor and the actuator arm.

22. The frame and suspension of claim 21, further comprising:

a hub assembly pivotally connected to the outboard end of the lower arm;

the hub assembly pivotally connected to the outboard end of the upper control arm; and

a plurality of inboard position sensors located at connections between the arm assemblies and the frame.

23. The frame and suspension of claim 22, further comprising a plurality of outboard position sensors located at connections between the arm assemblies and the hub assemblies.

24. The frame and suspension of claims 22, further comprising a plurality of outboard position sensors connected to the actuators.

25. The frame and suspension of claim 24, wherein the predetermined protocol further comprises a control for operating each of the actuators independently and adapted to track contours of the surface on which the frame and suspension rests, wherein:

each inboard position sensor relays an actual angular position of the lower arm relative to the frame;

each outboard position sensor relays an angle of the hub assembly reflecting a lean angle based on a speed and a turn angle of the frame and suspension; and

the processor actuates the actuator motor of each arm assembly independently of each other and moves each respective hub assembly parallel to the frame in a manner adapted to effectively track the contour.

26. The frame and suspension of claims 24, wherein:

the plurality of arm assemblies comprise at least two rear arm assemblies;

the two rear arm assemblies have a rear steering mechanism; and

the processor automatically controls a position of the rear steering mechanism in accordance with the predetermined protocol in the processor based on a lean angle as reflected by data from the plurality of outboard position sensors of the plurality of arm assemblies.

27. The frame and suspension of claim 26, further comprising:

a momentary switch operatively associated with the processor;

wherein the processor is configured to control the rear steering mechanism in counter steering angles in accordance with the predetermined protocol when the momentary switch is actuated.

28. The frame and suspension of claims 21, further comprising:

at least one speed sensor operably associated with the processor and adapted for detecting the vehicle speed;

at least one front steering position sensor operably associated with the processor and adapted for determining an angle of turn; and

wherein the speed sensor and the front steering position sensor provide data to the processor, and the processor controls the motor in each arm assembly and moves the actuator arms to provide a lean of the frame relative to the arm assemblies in accordance with the predetermined protocol.

29. The frame and suspension of claim 21, wherein the frame and suspension further has a lean override switch connected to the processor to permit manually leaning the frame to an angle greater than that automatically provided by the predetermined protocol relative to the upright axis of the frame.

30. The frame and suspension of claim 29, wherein:

the processor is configured to cease automatically controlling an angle of lean based on the angle of turn and the speed of the frame and suspension while the lean override switch is actuated so that the front steering can be counter steered; and

the lean ceases to be automatically changed while the override switch is actuated.

31. The frame and suspension of claim 29, wherein the processor is configured to once again begin automatically controlling an angle of lean based on the angle of turn and the speed of the frame and suspension when the-override switch is released.

32. The frame and suspension of claim 21, wherein the processor is configured to move the actuator arms so that the arm assemblies rotate generally inwardly toward each other during deceleration in order to lower the frame therebetween and provide a lower center of gravity.

33. The frame and suspension of claim 20, further comprising:

a shock absorber having an inboard end and an outboard end;

the inboard end of the shock absorber connected to the frame; and

the outboard end of the shock absorber connected to the actuator arm.

34. The frame and suspension of claim 33, wherein the shock absorber is connected to the actuator arm outboard relative to a position at which the upper control arm is connected to the actuator arm.

35. The suspension of claim 33, wherein the outboard end of the shock absorber moves in a range of motion between a position generally above the upper control arm to a position generally below the upper control arm.

36. The frame and suspension of claim 20, wherein the actuator arm comprises:

a first connection comprising structure that pivotally connects the actuator arm relative to the lower arm;

a second connection comprising structure that pivotally connects the actuator arm to the upper control arm;

a third connection that connects a shock absorber to the actuator arm; and

wherein a line through the first connection and the second connection is at an angle in a range substantially from 0 to 90 degrees relative to a line through the first connection and the third connection.

37. The frame and suspension of claim 36, wherein the angle is approximately forty-five degrees.

38. The frame and suspension of claim 36, wherein the third connection is outboard of the second connection.

39. A vehicle with a lean and alignment control system, comprising:

a frame having a central longitudinal axis and an upright axis that is adapted to be generally perpendicular to a surface on which the vehicle rests when the frame is in a neutral position with no net leaning loads applied;

a vehicle body supported on the frame;

a suspension comprising a plurality of arm assemblies connected to the frame;

wherein each arm assembly comprises;

a lower arm having an inboard end and an outboard end;

an upper control arm having an inboard end and an outboard end; and

an actuator mounted to the lower arm and motively connected to the upper control arm, wherein the actuator further comprises;

an actuator arm pivotally connected to the inboard end of the upper control arm; and

an actuator motor motively connected to the actuator arm to move the actuator arm through a range of motion.

40. The vehicle of claim 39, further comprising a processor operably associated with each arm assembly and having circuitry or a program providing a predetermined protocol for automatically controlling the motor and the actuator arm.

41. The vehicle of claims 40, wherein the plurality of arm assemblies comprises:

at least a first arm assembly on a first side of the frame;

at least a second arm assembly on a second side opposite to the first side; and

wherein the processor automatically moves the frame through a first lean angle closer to the first arm assembly and away from the second arm assembly so that the first and second arm assemblies remain generally parallel to each other.

42. The vehicle of claim 40, further comprising:

a hub assembly pivotally connected to the outboard end of the lower arm;

the hub assembly pivotally connected to the outboard end of the upper control arm; and

a plurality of inboard position sensors located at connections between the arm assemblies and the frame.

43. The vehicle of claim 42, further comprising a plurality of outboard position sensors located at connections between the arm assemblies and the hub assemblies.

44. The vehicle of claim 42, further comprising a plurality of outboard position sensors connected to the actuators.

45. The vehicle of claim 44, wherein the predetermined protocol further comprises a control for operating each of the actuators independently and adapted to track contours of the surface on which the vehicle rests, wherein:

each inboard position sensor relays an actual angular position of the lower arm relative to the frame;

each outboard position sensor relays an angle of the hub assembly reflecting a lean angle based on a speed and a turn angle of the vehicle; and

the processor actuates the actuator motor of each arm assembly independently of each other and moves each respective hub assembly parallel to the frame to effectively track the contour.

46. The vehicle of claims 44, wherein:

the plurality of arm assemblies comprise at least two rear arm assemblies;

the two rear arm assemblies have a rear steering mechanism; and

the processor automatically controls a position of the rear steering mechanism in accordance with the predetermined protocol in the processor based on a lean angle as reflected by data from the plurality of outboard position sensors of the plurality of arm assemblies.

47. The vehicle of claim 46, further comprising:

a momentary switch operatively associated with the processor;

wherein the processor is configured to control the rear steering mechanism in counter steering angles in accordance with the predetermined protocol when the momentary switch is actuated.

48. The vehicle of claim 40, further comprising:

at least one speed sensor operably associated with the processor and adapted for detecting the vehicle speed;

at least one front steering position sensor operably associated with the processor and adapted for determining an angle of turn; and

wherein the speed sensor and the front steering position sensor provide data to the processor, and the processor controls the motor in each arm assembly and moves the actuator arms to provide a lean of the frame relative to the arm assemblies in accordance with the predetermined protocol.

49. The vehicle of claim 40, wherein the vehicle further has a lean override switch connected to the processor to permit manually leaning the frame and the vehicle body to an angle greater than that automatically provided by the predetermined protocol relative to the upright axis of the frame.

50. The vehicle of claim 49, wherein:

the processor is configured to cease automatically controlling an angle of lean based on the angle of turn and the speed of the vehicle while the lean override switch is actuated so that the front steering can be counter steered; and

the lean ceases to be automatically changed while the override switch is actuated.

51. The vehicle of claim 49, wherein the processor is configured to once again begin automatically controlling an angle of lean based on the angle of turn and the speed of the vehicle when the override switch is released.

52. The vehicle of claim 40, wherein the processor is configured to move the actuator arms so that the arm assemblies rotate generally inwardly toward each other during deceleration in order to lower the frame therebetween and provide a lower center of gravity for the vehicle.

53. The vehicle of claim 40, further comprising at least one attitude sensor connected to the arm assembly and adapted for detecting a grade of a surface on which the vehicle is supported.

54. The vehicle of claim 39, further comprising:

a shock absorber having an inboard end and an outboard end;

the inboard end of the shock absorber connected to the frame; and

the outboard end of the shock absorber connected to the actuator arm.

55. The vehicle of claim 54, wherein the shock absorber is connected to the actuator arm outboard relative to a position at which the upper control arm is connected to the actuator arm.

56. The vehicle of claim 54, wherein the shock absorber moves in a range of motion between:

a first position in which the shock absorber extends in an end to end direction substantially parallel with the lower arm of a first arm assembly of the plurality of arm assemblies when the frame is leaned away from the first arm assembly; and

a second position having an angle of approximately forty-five degrees relative to the lower arm of the first arm assembly when the frame is leaned toward the first arm assembly.

57. The suspension of claim 54, wherein the outboard end of the shock absorber moves in a range of motion between a position generally above the upper control arm to a position generally below the upper control arm.

58. The vehicle of claim 39, wherein the actuator arm comprises:

a first connection comprising structure that pivotally connects the actuator arm relative to the lower arm;

a second connection comprising structure that pivotally connects the actuator arm to the upper control arm;

a third connection that connects a shock absorber to the actuator arm; and

wherein a line through the first connection and the second connection is at an angle in a range substantially from 0 to 90 degrees relative to a line through the first connection and the third connection.

59. The vehicle of claim 50, wherein the angle is approximately forty-five degrees.

60. The vehicle of claim 50, wherein the third connection is outboard of the second connection.

61. A vehicle with a lean and alignment control system, comprising:

a frame having a central longitudinal axis and an upright axis that is adapted to be generally perpendicular to a surface on which the vehicle rests when the frame is in a neutral position with no net leaning loads applied;

a vehicle body supported on the frame;

a suspension comprising a plurality of arm assemblies connected to the frame;

wherein each arm assembly comprises;

a lower arm having an inboard end and an outboard end;

an upper control arm having an inboard end and an outboard end; and

an actuator mounted to the lower arm and motively connected to the upper control arm, wherein the actuator further comprises a mechanical actuator drive mechanism including;

a rack and pinion; and

an actuator cylinder in fluid communication with the rack and pinion for manually driving the rack and pinion and the actuator.

62. A method of leaning and aligning a vehicle supported on a suspension, the method comprising:

automatically leaning a frame of the vehicle at a predetermined angle relative to an arm of one of a plurality of arms assemblies; and

automatically orienting rear wheels of the vehicle at an angle related to an angle of turn of at least one front wheel by a processor in accordance with a predetermined protocol in the processor, wherein the step of automatically orienting the rear wheels further comprises automatically orienting the rear wheels at an angle opposite to the at least one front wheel by actuating a momentary switch operatively associated with the processor.

63. The method of leaning and aligning of claim 62, wherein the step of automatically leaning further comprises:

providing the protocol in the processor;

automatically feeding data from a vehicle speed sensor and a steering position sensor to the processor; and

automatically moving the frame relative to the arm according to the protocol under processor control.

64. The method of claim 62, wherein the step of automatically orienting further comprises:

providing the protocol in the processor;

automatically feeding data from a vehicle speed sensor and a front steering position sensor to the processor; and

automatically orienting the rear wheels according to the protocol under processor control.

65. The method of leaning and aligning of claim 62, wherein the angle is a first of a plurality of angles, and the step of automatically leaning is a first of a plurality of continuous steps of leaning in the plurality of angles, so that the frame is automatically and continuously moved through a series of the plurality of angles based on the speed and angle of turn of the vehicle.

66. The method of leaning and aligning of claim 62, further comprising:

automatically feeding back data representing a position of the arm relative to the frame; and

automatically stopping the lean when the relative position meets a predetermined criteria.

67. A suspension comprising:

at least one arm assembly adapted to be connected to a frame, wherein the arm assembly comprises;

a lower arm having an inboard end and an outboard end;

an upper control arm having an inboard end and an outboard end; and

an actuator mounted to the lower arm and motively connected to the upper control arm, wherein the actuator further comprises a mechanical actuator drive mechanism including;

a rack and pinion; and

an actuator cylinder in fluid communication with the rack and pinion for manually driving the rack and pinion and the actuator.

68. A frame and suspension for a vehicle comprising:

a frame having a central longitudinal axis and an upright axis;

a suspension comprising a plurality of arm assemblies connected to the frame;

wherein each arm assembly comprises;

a lower arm having an inboard end and an outboard end;

an upper control arm having an inboard end and an outboard end; and

an actuator motively connected to the upper control arm, wherein the actuator further comprises a mechanical actuator drive mechanism including;

a rack and pinion; and

an actuator cylinder in fluid communication with the rack and pinion for manually driving the rack and pinion and the actuator.