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SUSPENSION MODIFICATION ENACTED DURING TRAVEL (I.E., ACTIVE SUSPENSION CONTROL)

Subclass of:

280 - Land vehicles

Patent class list (only not empty are listed)

Deeper subclasses:

Class / Patent application numberDescriptionNumber of patent applications / Date published
280500508 Lateral vehicle disposition 52
280500514 Riding or suspension height (e.g., ground-clearance, "trim height") 30
280500520 Suspension geometry (e.g., camber, caster, toe-in/toe-out, wheel track, road contact) 29
280500515 Suspension stiffness for ride comfort (e.g., damping coefficient, spring rate) 19
280500507 Lateral and longitudinal vehicle attitude control (e.g., combinations of antidive, antipitch, antiroll, antisquat, antisway, antiyaw, riding, or suspension height) 18
280500503 Priority assignment between diverse control criterion 17
280500504 Including condition or parameter adjustment occurring at longitudinally spaced vehicle axles 11
280500501 Including fail-safe override of hazardous condition 2
20100032912SUSPENSION SYSTEM FOR VEHICLE - In a system in which an actuator force to be generated by an actuator is controlled based on a component sum that is a sum of a vibration damping component as the actuator force to be generated in a vibration damping control and a posture control component that is the actuator force to be generated in a body-posture control, a control in which the posture control component is limited so as to be not larger than a limit value is executable. The system ensures the actuator force that should be generated in the vibration damping control by limiting the posture control component, in a situation in which there is a limit in the actuator force that can be generated. Accordingly, a sufficient amount of a damping force can be generated, so that riding comfort of the vehicle and the like is prevented from being deteriorated.02-11-2010
20080309030FAILSAFE VALVE FOR ACTIVE ROLL CONTROL - A roll control device includes at least one actuator having first and second chambers. A pump is in fluid communication with the first and second chambers and is configured to transfer fluid between them. A motor is connected to the pump and is in communication with a controller. The controller is configured to selectively command the motor to drive the pump in response to a roll signal and transfer fluid between the first and second chambers in a desired direction. A failsafe valve is arranged between the pump and first and second chambers in one example. The failsafe valve includes a first open position in which the first and second chambers are fluidly connected to one another and bypass the pump.12-18-2008
280500513 Longitudinal vehicle disposition (e.g., antidive, antipitch, antisquat) 2
20110241299SUSPENSION CONTROL APPARATUS AND VEHICLE CONTROL APPARATUS - A suspension control apparatus selectively performs at least one of: compression-stroke control performed when a wheel load is increased, for setting a damping-force characteristic of at least one of damping-force variable dampers, which is provided on a side of at least one wheel whose wheel load is to be increased among a plurality of wheels, to a hard side in an early stage of a compression stroke and switching the damping-force characteristic to a soft side in a latter stage of the compression stroke; extension-stroke control performed when the wheel load is increased, for setting the damping-force characteristic to the soft side in an early stage of an extension stroke and switching the damping-force characteristic to the hard side in a latter stage of the extension stroke; compression-stroke control performed when the wheel load is reduced, for setting the damping-force characteristic of at least one of the damping-force variable dampers, which is provided on a side of at least one wheel whose wheel load is to be reduced, to the soft side in the early stage of the compression stroke and switching the damping-force characteristic to the hard side in the latter stage of the compression stroke; and extension-stroke control performed when the wheel load is reduced, for setting the damping-force characteristic to the hard side in the early stage of the extension stroke and switching the damping-force characteristic to the soft side in the latter stage of the extension stroke.10-06-2011
20110272900CENTRAL MULTIDIRECTIONAL DRIVE TRANSMISSION SYSTEM - A central multidirectional transmission system is disclosed which includes a chassis having a central base and a central multidirectional mechanism, a rear suspension assembly, and a front suspension assembly. The rear suspension assembly, the front suspension assembly, and one or more mechanical and structural components are mounted to the central base. The rear suspension assembly serves as a base for a rear suspension and a telescoping mechanism and is attached in a pivotal manner to the central base. The front suspension assembly is also mounted to the central base in a manner which permits the front suspension assembly to rotate at differing vertical and horizontal angles with respect to the longitudinal axis of the vehicle.11-10-2011
Entries
DocumentTitleDate
20090230637HYDRAULIC SPRING SUPPORT SYSTEM - The invention concerns a hydraulic spring support system including a double acting hydraulic cylinder with a piston chamber and a rod chamber, a first accumulator that is connected constantly with the piston chamber, and a second accumulator that is connected constantly with the rod chamber. The invention proposes that the piston chamber and the rod chamber are connected to each other by a variable flow resistance.09-17-2009
20110193300Counter-Rotating Motors with Linear Output - An actuator includes a first rotary motor, a second rotary motor, and a transmission coupled to the first and second rotary motors. The transmission converts rotation of the first rotary motor in a first direction and simultaneous rotation of the second rotary motor in a second direction to linear motion of an output shaft in a single direction. The actuator is usable in an active automobile suspension.08-11-2011
20080272560Vehicles and methods using center of gravity and mass shift control system - A center of gravity (C/G) control system for a vehicle includes sensors to measure the center of gravity shift and mass shift of the human body in relation to the vehicle, a controller to determine outputs, a dynamically adjustable vehicle system, and a power supply. The sensor measures the direction and rate of shift of the center of gravity and mass shift of the human and creates a representative input signal. The controller determines the appropriate outputs in response to the relative center of gravity shift data received. The dynamically adjustable vehicle system receives the controller output and performs the expected action.11-06-2008
20100201085AXLE AIR DUMP FOR MULTIPLE AXLE VEHICLES - A system and process for controlling vehicle loading on a multi-axle vehicle and improving maneuverability is disclosed. The system includes a reservoir of pressurized air and associated leveling valve that uses a relay valve to improve refill times when the vehicle returns from a dump mode operation to normal operation. The process reduces pressure in one or more of the axles when maneuvering the vehicle at predetermined slow speeds and maintaining that first predetermined pressure while the other axle(s) is at a greater pressure than the first axle. By preventing complete exhaustion of pressure from the suspension system, restoring air pressure is attained more quickly. Also, use of a relay valve enables higher flow rates to improve the refill time of the pneumatic suspension system after the dump operation.08-12-2010
20100230910PNEUMATIC FITTINGS FOR ACTIVE AIR SUSPENSION - A fitting for an active air suspension includes a housing with a central bore and a rigid tube having a first tube end inserted into the central bore with a second tube end extending outwardly of the housing. The first tube end includes a plastically deformed portion that prevents the rigid tube from being removed from the housing. A retention collar is used to secure a hose end to the second tube end.09-16-2010
20110233880ACTIVE GEOMETRY CONTROL SUSPENSION SYSTEM AND ACTUATING DEVICE DRIVING THE SAME - An actuating device for an active control suspension system which is provided at both ends of a sub-frame of a vehicle body and connected to one end of an assist link having the other end mounted at a knuckle and which changes a position of a mounting point of the assist link at the vehicle body, may include a member bracket fixedly mounted at each end of the sub-frame, provided with openings formed at both sides and an upper surface thereof, and formed of a pair of slide grooves having arc shape at the both ends thereof to slidably receive a pair of slide plates therein; an actuator connected to both slide plates through a pin-bolt unit; and a cam-bolt unit assembling a bush of the assist link with both slide plates and setting an initial position of the mounting point of the assist link at the vehicle body.09-29-2011
20080290617Gas suspension system and method - A method of operating a gas suspension system includes generating a first quantity of gas having a storage pressure and transferring the first quantity of gas into the pressurized gas storage device such that a second quantity of gas having approximately the storage pressure remains in a transfer pathway. The method also includes determining that a condition exists for venting gas from the gas spring assembly and placing the second quantity of gas into fluid communication with a quantity of gas having said spring pressure. The method further includes waiting until an approximately equilibrium pressure has been reached, and then actuating a third control device to exhaust at least a portion of the gas from the suspension system. A gas suspension system adapted to perform the method is also included.11-27-2008
20110210525WHEEL SUSPENSION FOR MOTOR VEHICLES - The invention relates to a wheel suspension for motor vehicles with level adjustment of the body, having a vertical adjusting device (09-01-2011
20110175301AXLE-LIFTING DEVICE AND METHOD FOR LIFTING AN AXLE - An axle-lifting device for lifting an axle of a vehicle. The axle-lifting device includes a function mechanism for generating a force component in an axle-lifting direction. The function mechanism is configured to generate a first force component for providing a first functionality and a second force component for lifting the axle in the axle-lifting direction.07-21-2011
20110109052Parametric chassis system for vehicles, comprising four suspension elements, incorporating a lateral torsion bar and co-axial damper unit, in a box-module, that allows central location of heavy items, such as batteries - A chassis system and a suspension module for vehicles having wheel subsystems incorporates a lateral torsion bar and a co-axial enveloping damper unit, featuring active-adaptive suspension characteristics. Pre-fabricated suspension modules are situated inside respective box-structures, connected via wheelbase and track members, allowing the storage of heavy elements (e.g., batteries or fuel-cells) at the chassis. The robust and self-carrying chassis is enhanced, using upper body members, in terms of structural rigidity, for a given wheelbase, achieving high impact-energy absorbtion. The suspension arms incorporate upper and lower members, articulation, connect internally or externally to the suspension module, and transmit drive and brake forces to the wheels. The suspension module, box-structure, torsion-bar/damper unit, drive and transmission unit, suspension arm and steer module, featuring asymmetrical steer characteristics, can be reproduced on each corner of the chassis, featuring electronic control without mechanical connection (steer by wire), constituting the chassis of the vehicle.05-12-2011
20110109051Tunable pneumatic suspension - A tunable pneumatic suspension includes a piston and two opposed pneumatic chambers. The two champers apply opposed pneumatic pressures to opposite faces of the piston. The tunable pneumatic suspension also includes a pneumatic controller that independently controls the pressure in each of the chambers. The independent control of the two chambers allows the suspension to change the relative positions of the piston and the chambers by differing the pressures in each chamber, and allows the suspension to change its stiffness by increasing or decreasing the pressures in each of the chambers by equal amounts. If used in a vehicle, changing the relative positions of the piston and the chambers can change the ride height of the vehicle, and changing the stiffness of the suspension can change the stiffness of the vehicle's ride.05-12-2011
20080296852PLUG-IN BODY MOUNT DAMPING DEVICE FOR VEHICLES - A plug-in hydraulic body to frame mounting assembly is mounted to a conventional elastomeric body mount device to increase the control of vibration from the operation of the automotive frame to the automotive component supported thereon. The connecting member of the hydraulic mounting assembly threads onto the end of the fastener passing through the conventional elastomeric body mount device and anchors the outer can to a bridging can connected to the underside of the frame offrigger bracket to provide a true plug-n-go vibration control enhancement that can be added to any desired body mount location. The deflection of the fastener during operation of the elastomeric body mount device drives the operation of the hydraulic mounting assembly to dampen the deflection of the fastener in the elastomeric body mount corresponding to the transfer of operational loads between the body component and the offrigger bracket to which the body component is mounted.12-04-2008
20120018962STIFFNESS CONTROL USING SMART ACTUATORS - A stiffness control system and apparatus includes one or more stiffness elements which are each activated by a smart actuator including a smart material which may be one of a shape memory alloy (SMA), a magnetorheological (MR) fluid, an electrorheological (ER) fluid, and a piezo-stack. The stiffness control system includes a first and second interface adaptable to transmit input loads and a plurality of stiffness elements. A first stiffness element is operatively connected to the first and second interfaces and is continuously responsive to a change in system operating characteristics including input loads. A second stiffness element is selectively activated by the smart actuator so as to selectively respond to a change in system conditions. The continuous response of the first stiffness element can be selectively combined with the activated response of the second stiffness element to dynamically control system stiffness.01-26-2012

Patent applications in class SUSPENSION MODIFICATION ENACTED DURING TRAVEL (I.E., ACTIVE SUSPENSION CONTROL)

Patent applications in all subclasses SUSPENSION MODIFICATION ENACTED DURING TRAVEL (I.E., ACTIVE SUSPENSION CONTROL)