Rear suspension with semi-active toe force compliance control

• US 7,984,915 B2
• Filed: 05/12/2009
• Issued: 07/26/2011
• Est. Priority Date: 05/12/2009
• Status: Expired due to Fees

• Current Assignee: Honda Motor Co., Ltd. (Honda Motor Company), ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: Honda Motor Co., Ltd. (Honda Motor Company)
• Inventors: Markoski, John, Kramer, Klaus, Post, James W. II
• Primary Examiner(s): Ilan; Ruth
• Assistant Examiner(s): FRISBY, KEITH J
• Application Number:
  US12/464,544
• Publication Number:
  US 20100289229A1
• Time in Patent Office: 805 Days
• Field of Search: 280/5.524, 280/5.52, 280/5.522, 280/5.523, 280/5.521, 280/86.758, 280/86.757, 280/124.128, 280/5.5, 280/86.75, 280/90, 701/37
• US Class Current: 280/5.524
• 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 2200/182 with one longitudinal arm or rod and lateral rods
• CPC Class Codes: B60G 2200/462 Toe-in/out
• CPC Class Codes: B60G 2202/414 using electrohydraulic valves
• CPC Class Codes: B60G 2204/62 Adjustable continuously, e.g. during driving
• CPC Class Codes: B60G 2206/1116 Actively adjustable during driving
• CPC Class Codes: B60G 2800/212 Transversal; Side-slip during cornering
• CPC Class Codes: B60G 2800/246 Understeer
• CPC Class Codes: B60G 7/003 of adjustable length
• 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: F16F 2230/16 used in a strut, basically rigid
• CPC Class Codes: F16F 9/466 Throttling control, i.e. regulation of flow passage geometry F16F9/464, F16F9/465 take precedence

Abstract

Herein, a particular vehicle suspension control arm in a suspension having multiple control arms is designed to create a range of available axial stiffness levels which relates to a range of toe change at the wheel under to lateral loading. In particular, a semi-active device is arranged on a given suspension control arm to allow a change in stiffness that produces a desirable amount of toe change under the presence of lateral loading. This suspension arrangement, when applied to the rear axle of an automobile, has significant merit in being able to enhance maneuverability and stability over a large range of operating conditions at a minimal level of control input energy and with robust failsafe operation.

Claims

1. A vehicle suspension comprising:

a hub for supporting a vehicle wheel;

a trailing arm secured to the hub and also secured to the body of the vehicle;

a first lateral arm located, relative to the vehicle, rearward of the rotational axis of the wheel, said first lateral arm being secured to the hub and also secured to the vehicle body and being generally transverse to the longitudinal axis of the vehicle;

a second lateral arm located, relative to the vehicle, upward of the rotational axis of the wheel and upward of the first lateral arm, said second lateral arm being secured to the hub and also secured to the vehicle body and being generally transverse to the longitudinal axis of the vehicle;

a third lateral arm located, relative to the vehicle, forward of the rotational axis of the wheel, said third lateral arm being secured to the trailing arm and also secured to the body of the vehicle and comprising a variable stiffness actuator;

wherein the variable stiffness actuator includes a hydraulic circuit with an electronically controlled orifice where the open state of the orifice provides a fluid flow state in the actuator such that the third lateral arm is in a least stiff state, thus, affecting toe properties of the vehicle wheel.

2. The vehicle suspension of claim 1, wherein the orifice of the stiffness actuator can be placed into a closed condition that provides a fluid flow state in the actuator such that the third lateral arm is in a most stiff state.

3. The vehicle suspension of claim 1, wherein the variable compliance arm is a piston and cylinder system.

4. The vehicle suspension of claim 3, further including means for varying the degree of closing of the actuator orifice via electronic control of the hydraulic valve situated in the fluid passage between the two sides of the piston in the actuator.

5. The vehicle suspension of claim 3, wherein in the cylinder at least two chambers receive hydraulic or pneumatic fluid and are separated from one another by the piston.

6. The vehicle suspension of claim 5, wherein the third lateral arm includes cup springs therein for indirectly seating the piston against surfaces bordering the chambers.

7. The vehicle suspension of claim 1, further comprising vehicle sensors of vehicle wheel loading and vehicle speed and a controller that varies the fluid flow state of the actuator based on vehicle speed and wheel loading.

8. The vehicle suspension of claim 1, wherein the trailing arm is parallel to the longitudinal axis of the vehicle.

9. The vehicle suspension of claim 1, wherein the second lateral arm has a ball joint on one end and a stiff bushing on the other end.

10. The vehicle suspension of claim 1, wherein stiff bushing mounts are provided on either end of the third lateral arm.

11. The vehicle suspension of claim 1, further comprising and vehicle acceleration sensor that controls opening of the orifice of the stiffness actuator.

12. The vehicle suspension of claim 1, wherein the third lateral arm is secured to the trailing arm with a mount comprising a bushing with a longitudinal axis parallel to the longitudinal vehicle axis and the third lateral arm is secured to the body of the vehicle with a mount comprising a bushing with a longitudinal axis parallel to the longitudinal vehicle axis.

13. A method for controlling a vehicle suspension comprising the steps of:

providing;

a hub for supporting a vehicle wheel;

a trailing arm secured to the hub and also secured to the body of the vehicle;

a first lateral arm located, relative to the vehicle, rearward of the rotational axis of the wheel, said first lateral arm being secured to the hub and also secured to the vehicle body and being generally transverse to the trailing arm;

a second lateral arm located, relative to the vehicle, upward of the rotational axis of the wheel and upward of the first lateral arm, said second lateral arm being secured to the hub and also secured to the vehicle body and being generally transverse to the trailing arm;

a third lateral arm located, relative to the vehicle, forward of the rotational axis of the wheel, said third lateral arm being secured to the hub and also secured to the body of the vehicle and comprising a variable stiffness actuator;

controlling an orifice within the variable stiffness actuator electronically, to fully open a hydraulic circuit, where the open state of the orifice and circuit provides a fluid flow state in the actuator such that the third lateral arm is in a least stiff state.

14. The method for controlling a vehicle suspension of claim 13, wherein the orifice of the stiffness actuator is placed into a closed condition that provides a fluid flow state in the actuator such that the third lateral arm is in a stiff state.

15. The method for controlling a vehicle suspension of claim 14, wherein as vehicle speed increases, the orifice is opened to a greater degree, thus providing a more soft state and more toe-in of the vehicle wheel.

16. The method for controlling a vehicle suspension of claim 13, further including means for varying the degree of closing of the actuator orifice via electronics.