U.S. patent application number 10/189298 was filed with the patent office on 2004-11-04 for vehicle-mountable, suspension monitoring system.
Invention is credited to Halter, J. Michael, Hammon, Trev, Owen, Donald M., Righter, William H., Spivey, Thomas R..
Application Number | 20040220708 10/189298 |
Document ID | / |
Family ID | 22855389 |
Filed Date | 2004-11-04 |
United States Patent
Application |
20040220708 |
Kind Code |
A1 |
Owen, Donald M. ; et
al. |
November 4, 2004 |
Vehicle-mountable, suspension monitoring system
Abstract
A vehicle-mountable, suspension monitoring system produces
suspension-analysis information which can be used to determine
adjustments to a vehicle suspension. Sensor structure located
adjacent the vehicle suspension is connected to a
control/processing/display (CPD) unit located adjacent the vehicle
operator. The sensor structure senses suspension related
information and communicates the suspension related information to
the CPD unit. The CPD unit receives the suspension related
information and converts it to suspension-analysis information. The
CPD unit stores the suspension-analysis information and displays it
to the vehicle operator. Alternatively, the suspension-analysis
information is downloaded from the CPD unit to a digital computer
for display as waveform data.
Inventors: |
Owen, Donald M.; (Beaverton,
OR) ; Spivey, Thomas R.; (West Linn, OR) ;
Halter, J. Michael; (Beaverton, OR) ; Righter,
William H.; (Portland, OR) ; Hammon, Trev;
(Tualatin, OR) |
Correspondence
Address: |
KOLISCH, HARTWELL, DICKINSON,
McCORMACK & HEUSER
Suite 200
520 S.W. Yamhill Street
Portland
OR
97204
US
|
Family ID: |
22855389 |
Appl. No.: |
10/189298 |
Filed: |
July 3, 2002 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10189298 |
Jul 3, 2002 |
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09228013 |
Jan 8, 1999 |
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6418360 |
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Current U.S.
Class: |
701/31.4 ;
701/38 |
Current CPC
Class: |
B60G 17/01933 20130101;
B60G 2204/11 20130101; G01M 17/04 20130101; B62J 50/225 20200201;
B60G 17/0152 20130101; B60G 2300/12 20130101; B60G 2401/176
20130101; B62J 50/22 20200201 |
Class at
Publication: |
701/029 ;
701/038 |
International
Class: |
G01M 017/00 |
Claims
We claim:
1. A vehicle-mountable, suspension monitoring system for producing
suspension-analysis information during a desired period of vehicle
operation, the suspension-analysis information being usable to
determine adjustments to a vehicle suspension that includes a
rebound circuit and a compression circuit, the suspension
monitoring system comprising: sensor structure located adjacent a
desired section of such vehicle suspension; a
control/processing/display (CPD) unit connected to communicate with
the sensor structure, the CPD unit being manually operable by a
vehicle operator and mountable on such vehicle in a location
adjacent the vehicle operator; a power source operatively connected
to the CPD unit; and wherein the sensor structure is configured to
sense suspension related information and communicate the suspension
related information to the CPD unit, and wherein the CPD unit is
configured to receive the suspension related information from the
sensor structure and to convert the suspension related information
into suspension-analysis information, and wherein the CPD unit is
further configured to store the suspension-analysis information
during a desired period of vehicle operation and to display the
suspension-analysis information to the vehicle operator for use in
adjusting such vehicle suspension.
2. The suspension monitoring system of claim 1, wherein the
suspension-analysis information includes an amount of compression
of such vehicle suspension.
3. The suspension monitoring system of claim 2, wherein the
suspension-analysis information includes a rate of compression of
such vehicle suspension.
4. The suspension monitoring system of claim 2, wherein the
suspension-analysis information includes a rate of rebound of such
vehicle suspension.
5. The suspension monitoring system of claim 2, wherein the
suspension-analysis information includes an indication of a full
compression of such vehicle suspension.
6. The suspension monitoring system of claim 2, wherein such
vehicle suspension is connected to couple an operator support frame
to a plurality of wheel assemblies, and wherein the sensor
structure includes an ultrasonic transducer configured to sense
movement of at least one of such wheel assemblies relative to such
operator support frame.
7. The suspension monitoring system of claim 6, wherein the sensor
structure includes a plurality of ultrasonic transducers configured
to sense movements of a plurality of such wheel assemblies relative
to such operator support frame.
8. The suspension monitoring system of claim 1, further comprising
a digital computer system connectable to the CPD unit and
configured to download the suspension-analysis information from the
CPD unit.
9. The suspension monitoring system of claim 8, wherein the digital
computer system includes a display monitor, and wherein the digital
computer system is configured to convert the suspension-analysis
information into waveform data and to display the waveform data on
the display monitor.
10. The suspension monitoring system of claim 1, wherein the CPD
unit is configured to store the suspension-analysis information for
multiple periods of vehicle operation.
11. The suspension monitoring system of claim 10, wherein the CPD
unit is configured to selectively display the suspension-analysis
information for one of the multiple periods of vehicle
operation.
12. A motorcycle-mountable, suspension monitoring system for
producing suspension-analysis information during a desired period
of motorcycle operation, the suspension-analysis information being
usable to determine desired adjustments to a motorcycle suspension
that includes front and rear suspension assemblies, and a rebound
circuit and a compression circuit associated with each assembly,
the suspension monitoring system comprising: sensor structure
located adjacent a desired section of such motorcycle suspension; a
control/processing/display (CPD) unit connected to communicate with
the sensor structure, the CPD unit being manually operable by a
motorcycle rider and mountable on such motorcycle in a location
adjacent the motorcycle rider; a power source operatively connected
to the CPD unit; wherein the sensor structure is configured to
sense suspension related information of such suspension and to
communicate the suspension related information to the CPD unit; and
wherein the CPD unit is configured to receive the suspension
related information from the sensor structure and to convert the
suspension related information to suspension-analysis information,
and wherein the CPD unit is further configured to display
suspension-analysis information to the rider for use in adjusting
such motorcycle suspension.
13. The suspension monitoring system of claim 12, wherein such
front suspension assembly is connected to couple a rider support
frame to a front wheel assembly and such rear suspension assembly
is connected to couple a rider support frame to a rear wheel
assembly, and wherein the sensor structure includes a front sensor
substructure for sensing compression information of such front
suspension assembly and includes a rear sensor substructure for
sensing compression information of such rear suspension
assembly.
14. The suspension monitoring system of claim 13, wherein the front
sensor substructure is configured to measure movement of such front
wheel assembly relative to such rider support frame, and wherein
the rear sensor substructure is configured to measure movement of
such rear wheel assembly relative to such rider support frame.
15. The suspension monitoring system of claim 14, wherein the front
sensor substructure includes an ultrasonic transducer configured to
measure movement of such front wheel assembly relative to such
rider support frame, and wherein the rear sensor substructure
includes an ultrasonic transducer configured to measure movement of
such rear wheel assembly relative to such rider support frame.
16. The suspension monitoring system of claim 12, wherein the CPD
unit is configured to determine an amount of compression of such
motorcycle suspension from the suspension-analysis information and
to display the amount of compression to the motorcycle rider for
use in adjusting such vehicle suspension.
17. The suspension monitoring system of claim 12, wherein the CPD
unit is configured to determine a rate of compression of such
motorcycle suspension from the suspension-analysis information and
to display the rate of compression to the motorcycle rider for use
in adjusting such vehicle suspension.
18. The suspension monitoring system of claim 12, wherein the CPD
unit is configured to determine a rate of rebound of such
motorcycle suspension from the suspension-analysis information and
to display the rate of rebound to the motorcycle rider for use in
adjusting such vehicle suspension.
19. The suspension monitoring system of claim 12, wherein the CPD
unit is configured to determine an occurrence of a full compression
of such motorcycle suspension from the suspension-analysis
information, and to display an indicator of the full compression to
the motorcycle rider for use in adjusting such vehicle
suspension.
20. The suspension monitoring system of claim 12, wherein the CPD
unit is configured to store the suspension-analysis information
during a desired period of motorcycle operation, and wherein the
CPD unit is operable to display the stored suspension-analysis
information to the motorcycle rider after completion of the desired
period of motorcycle operation.
21. The suspension monitoring system of claim 20, further
comprising a digital computer system connectable to the CPD unit
and configured to download the suspension-analysis information from
the CPD unit.
22. The suspension monitoring system of claim 21, wherein the
digital computer system includes a display monitor, and wherein the
digital computer system is configured to convert the
suspension-analysis information into waveform data and to display
the waveform data on the display monitor.
23. The suspension monitoring system of claim 20, wherein the CPD
unit is configured to store the suspension-analysis information for
multiple periods of motorcycle operation and to selectively display
the suspension-analysis information for one of the multiple periods
of motorcycle operation.
24. For a vehicle having a rider support frame coupled to at least
one wheel assembly by a vehicle suspension, the vehicle suspension
having a compression circuit and a rebound circuit to allow the
wheel assembly to move relative to the rider support frame, sensor
structure for measuring the compression and rebound of the vehicle
suspension, the sensor structure comprising: a transducer mountable
adjacent such rider support frame, the transducer being configured
to transmit a detection signal; a target mountable adjacent such
wheel assembly and configured to receive the detection signal
transmitted by the transducer and to return a response signal;
wherein the transducer is further configured to receive the
response signal from the target, and wherein a time delay between
the transmission of the output signal by the transducer and the
reception of the return signal by the transducer is proportional to
a distance between the transducer and the target; and wherein the
transducer is further configured to generate one or more output
signals corresponding to the time delay.
25. The sensor structure of claim 24, wherein the transducer is
configured to transmit an ultrasonic detection signal.
26. The sensor structure of claim 24, further comprising a variable
length conduit having a proximal end connected adjacent such rider
support frame, and a distal end connected adjacent such wheel
assembly, and where the detection signal and the response signal
propagate at least partially within the conduit.
27. The sensor structure of claim 26, wherein the target is within
the conduit.
28. The sensor structure of claim 26, wherein the transducer is
within the conduit.
29. The sensor structure of claim 26, wherein the target includes
an air vent to allow air to flow into and out of the conduit.
30. The sensor structure of claim 26, wherein the conduit includes
a plurality of concentric, telescoping segments.
31. A vehicle-mountable, control/processing/display (CPD) unit for
analyzing suspension related information, and for converting the
suspension related information into suspension-analysis
information, and for displaying suspension-analysis information to
a vehicle operator, the suspension related information being
received during a desired period of vehicle operation from a sensor
coupled to a vehicle suspension that includes a compression circuit
and a rebound circuit, and the suspension-analysis information
being usable to determine adjustments to the vehicle suspension,
the CPD unit comprising: a central processing unit mountable on
such vehicle and connectable to communicate with such sensor, and
configured to analyze the suspension related information received
from such sensor and to convert the suspension related information
into suspension-analysis information, and where the central
processing unit includes an information storage device for storing
suspension-analysis information during a desired period of vehicle
operation; a display device mountable on such vehicle and connected
to the central processing unit and configured to display the
suspension-analysis information to the vehicle operator for use in
adjusting such vehicle suspension; and a power source operatively
connected to the central processing unit and the display
device.
32. The CPD unit of claim 31, wherein the suspension-analysis
information includes an amount of compression of such vehicle
suspension.
33. The CPD unit of claim 31, wherein the suspension-analysis
information includes a rate of compression of such vehicle
suspension.
34. The CPD unit of claim 31, wherein the suspension-analysis
information includes a rate of rebound of such vehicle
suspension.
35. The CPD unit of claim 31, wherein the suspension-analysis
information includes an indication of a full compression and an
indication of a non-compression of such vehicle suspension.
36. The CPD unit of claim 31, wherein the central processing unit
is connectable to a plurality of such sensors and is configured to
analyze the suspension related information received from such
plural sensors and to convert the suspension related information
into plural sets of suspension-analysis information, and wherein
the display device is configured to display the plural sets of
suspension-analysis information to the vehicle operator for use in
adjusting such vehicle suspension;
37. The CPD unit of claim 31, wherein the central processing unit
is connectable to a digital computer and controllable to download
the suspension-analysis information to the digital computer.
38. A method of determining adjustments to a vehicle suspension
having a compression circuit and a rebound circuit, the method
comprising: sensing suspension related information of such vehicle
suspension during a desired period of vehicle operation; converting
the suspension related information into suspension-analysis
information, the suspension-analysis information being usable by a
vehicle operator to adjust such vehicle suspension; storing the
suspension-analysis information for a desired period of vehicle
operation in an information storage device mountable on such
vehicle; and displaying the suspension-analysis information to the
vehicle operator on a display device mountable on such vehicle in a
location adjacent the vehicle operator.
39. The method of claim 38, wherein the step of converting includes
determining an amount of compression of such vehicle
suspension.
40. The method of claim 38, wherein the step of converting includes
determining a rate of compression of such vehicle suspension.
41. The method of claim 38, wherein the step of converting includes
determining a rate of rebound of such vehicle suspension.
42. The method of claim 38, wherein the step of converting includes
determining whether such vehicle suspension is fully
compressed.
43. The method of claim 38, further comprising downloading the
suspension-analysis information from the information storage device
to a digital computer having a display monitor and displaying the
suspension-analysis information on the display monitor as a
waveform.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a continuation of U.S. patent
application Ser. No. 09/228,013, filed Jan. 8, 1999, which is
hereby incorporated by reference.
FIELD OF THE INVENTION
[0002] The invention relates generally to vehicle suspensions, and
more particularly to an onboard system for monitoring the
performance of a vehicle suspension.
BACKGROUND
[0003] A precision-tuned suspension can be the difference between
winning and losing for a competitive motocross rider. Modern
suspensions for motocross bikes employ both compression and rebound
circuits allowing 12 to 14 inches of travel to allow riders to
perform substantial jumps and to traverse rough terrain. In
addition, these suspensions are adjustable to allow optimization
based on the weight of the rider, the layout of the racetrack, and
the speed with which the rider negotiates the track. However, the
importance of high-performance suspension is not limited to
motocross racing. Top competitors in such sports as mountain
biking, snowmobile racing, and off-road truck racing are
fine-tuning their own suspensions to give them an advantage over
their rivals. In addition, even non-competitive riders can improve
their performance by customizing the suspension of their
vehicle.
[0004] Unfortunately, it is not enough simply to purchase a vehicle
with an adjustable, high-performance suspension. An improperly
adjusted suspension can be a disadvantage rather than an advantage
if the system fails to compress under impact, compresses too much,
or rebounds too quickly. Therefore, a rider can distinguish himself
or herself from competitors by understanding how the suspension is
responding when the vehicle moves over a particular terrain, and
how to make intelligent adjustments to the system to optimize its
performance.
[0005] Typically, the compression circuit of a suspension should be
adjusted to maximize use of the full range of travel without
repeatedly undergoing full compression or "bottoming out." This
will ensure that the greatest amount of force is absorbed by the
suspension rather than the rider. The proper compression adjustment
for a rider of a given weight will depend on the character of the
terrain since a surface with many small bumps will require lower
compression resistance than a surface with several large vertical
jumps.
[0006] The rebound circuit controls the speed with which the
suspension returns to an equilibrium condition after undergoing
compression. Typically, the rebound circuit should be adjusted to
ensure the system returns to equilibrium before the vehicle
encounters the next irregularity in the terrain. However, if the
system returns too quickly, it can cause the vehicle to bounce,
much like a pogo stick.
[0007] While many riders understand the basic functioning of their
vehicle suspensions, even the most experienced riders cannot
determine necessary adjustments based solely on how the suspension
`feels` during operation. Because modern suspensions employ a
variety of interacting components to insulate the rider from the
forces sustained by the vehicle, it is often difficult to determine
which component(s) is in need of adjustment. For example, a rider
who feels the suspension repeatedly bottoming out, has no way of
knowing if the problem is due to insufficient compression
resistance or to slow rebound. Moreover, a suspected problem with
the suspension at one wheel may actually be caused by an improperly
adjusted suspension at another wheel.
[0008] The difficulty in determining what adjustments are needed
cause many riders to avoid making any adjustments at all, fearing
that they will only make matters worse. Other riders attempt to
adjust their suspensions by trial and error. However, given the
many possible adjustments which can be made, this can be an
impractical approach, especially for professional riders who are
continually faced with new racetracks. Another approach involves
having a person act as a "spotter" to watch the vehicle as the
rider traverses a track. The spotter attempts to detect whether the
suspension is effectively using its full range of travel and
whether it is rebounding to its equilibrium position between
compressions. However, this method is difficult for even a highly
trained technician.
[0009] Therefore, it would be desirable to have a system that
mounts on a vehicle and provides the rider with information
effective to analyze the performance of the vehicle suspension.
Preferably, the rider could activate the system and make a test run
by operating the vehicle over a selected course. The rider would
then be able to adjust their suspension based on the
characteristics of the selected course.
SUMMARY OF THE INVENTION
[0010] The invention provides a vehicle-mountable, suspension
monitoring system for producing suspension-analysis information
which can be used to determine adjustments to a vehicle suspension
that includes a rebound circuit and a compression circuit. The
suspension monitoring system includes sensor structure located
adjacent a desired section of the vehicle suspension, and a
control/processing/display (CPD) unit located adjacent the vehicle
operator and connected to communicate with the sensor structure.
The CPD unit includes a power source and is manually operable by a
vehicle operator. The sensor structure is configured to sense
suspension related information such as compression of the
suspension, and to communicate the suspension related information
to the CPD unit.
[0011] The CPD unit is configured to receive the suspension related
information from the sensor structure and to convert the suspension
related information into suspension-analysis information. The CPD
unit stores the suspension-analysis information in an information
storage device such as RAM. Additionally, the CPD unit is
configured to display operator-selectable components of the
suspension-analysis information to the vehicle operator for use in
adjusting such vehicle suspension. Preferably, the
operator-selectable components include percentage compression,
inches of travel, rate of compression, rate of rebound, and full
compression occurrences.
[0012] Optionally, the invented suspension monitoring system
includes a remote digital computer configured to receive
suspension-analysis information which is downloaded from the CPD
unit. The digital computer is configured to permit further
manipulation of the suspension-analysis information including
displaying the suspension-analysis information as waveform
data.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] FIG. 1 is a side elevation view of an vehicle monitoring
system according to the present invention mounted on a
motorcycle.
[0014] FIG. 2 is a fragmentary, enlarged detail view of the sensor
substructure depicted in FIG. 1 showing the sensor substructure in
a fully retracted position.
[0015] FIG. 3 is an enlarged detail view of the sensor substructure
depicted in FIG. 1 showing the sensor substructure in a
substantially fully extended position with portions removed to show
the telescoping assembly of the substructure.
[0016] FIG. 4 is a fragmentary, cross-sectional view of the sensor
substructure of FIGS. 2 and 3 showing the telescoping assembly of
the substructure and the propagation of the ultrasonic signal
(illustrated by dotted lines) within the sensor substructure.
[0017] FIG. 5 is a fragmentary, greatly enlarged cross-sectional
detail view of the sensor structure showing the extension limiting
mechanism of the sensor substructure.
[0018] FIG. 6 is an exploded isometric view of the transducer
housing.
[0019] FIG. 7 is a greatly enlarged isometric view of the endcap of
the sensor structure with a portion of the threaded collar removed
to show the target surface.
[0020] FIG. 8 is a fragmentary, enlarged side view of the
motorcycle depicted in FIG. 1 showing a front sensor substructure
connected to measure the performance of the front suspension
assembly of the motorcycle.
[0021] FIG. 9 is a fragmentary, enlarged side view of the
motorcycle depicted in FIG. 1 showing a rear sensor substructure
connected to measure the performance of the rear suspension
assembly of the motorcycle.
[0022] FIG. 10 is a fragmentary, greatly enlarged isometric view of
the control/processing/display (CPD) unit of the present invention
depicted in FIG. 1 on the handlebar of a motorcycle.
[0023] FIG. 11 is a top plan view of the CPD unit of FIG. 10
showing the operator controls and display features, and including
sample display readouts for a suspension condition of a
motorcycle.
[0024] FIG. 12 is a top plan view of the CPD unit of FIG. 11
showing the change in display readouts for changed suspension
conditions.
[0025] FIG. 13 is an isometric view of the CPD unit connected to
download suspension-analysis information to a digital computer
(shown in a perspective view) for display as waveform
information.
[0026] FIG. 14 is a schematic of the electronic components of a CPD
unit according to the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0027] A suspension monitoring system according to the present
invention is shown generally at 10 in FIG. 1. Suspension monitoring
system 10 includes a control/processing/display (CPD) unit 16
connected to communicate with a sensor structure which may contain
a plurality of sensor substructures 12 and 14. During a first phase
of operation, system 10 is mounted on a vehicle such as motorcycle
20 and configured to measure and display suspension-analysis
information to the vehicle operator for use in adjusting the
suspension of the vehicle. During a second phase of operation to be
discussed in more detail below, CPD unit 16 is connected to a
digital computer and the suspension-analysis information is
downloaded to the digital computer for processing and display as
waveform data.
[0028] Although system 10 is shown mounted on a motorcycle, it will
be appreciated that the invention is not limited to use with
motorcycles and that system 10 may be mounted on other types of
vehicles which have suspensions including cars, trucks, bicycles,
snowmobiles, all-terrain vehicles (ATV's), etc. Therefore, while
the invention is described below in the context of a motorcycle, it
will be understood that such description includes the use of the
invented suspension monitoring system with all such vehicles.
[0029] Motorcycle 20 typically includes a rider support frame 22
which is suspended from a front wheel assembly 34 and a rear wheel
assembly 36 by a motorcycle suspension. The motorcycle suspension
includes a front suspension assembly 30 connected to couple rider
support frame 22 to front wheel assembly 34, and a rear suspension
assembly 32 connected to couple the rider support frame to rear
wheel assembly 36.
[0030] Both front suspension assembly 30 and rear suspension
assembly 32 include a compression circuit (not shown) to at least
partially absorb the impact felt by the rider when the motorcycle
passes over uneven terrain. Typically, the compression circuits
include springs which compress or expand to allow front wheel
assembly 34 and rear wheel assembly 36 to move in relation to rider
support frame 22. Additionally, both assembly 30 and 32 include
rebound circuits (not shown) which act to dampen the rebound of the
compression circuits. Typically, the rebound circuits include shock
absorbers which prevent the rider support frame from repeatedly
bouncing on the compression springs after the motorcycle has passed
over a surface irregularity.
[0031] While described above as a combination spring and shock
absorber, the suspension assemblies may take other forms which are
well known in the art. In any event, the invented suspension
monitoring system is configured to measure and display information
regarding the performance of the suspension, such information being
usable to determine adjustments to the suspension.
[0032] As shown in FIG. 1, suspension monitoring system 10 is
mounted on motorcycle 20 to measure suspension related information
regarding front and rear suspension assemblies 30 and 32, and to
display suspension analysis information to the rider on CPD unit
16.
[0033] Preferably, front and rear sensor substructures 12 and 14
are located adjacent front and rear assemblies 30 and 32,
respectively, while CPD unit 16 is located on handlebar 28 adjacent
the rider. Turning attention now to the sensor structure, FIGS. 2-7
show a preferred embodiment of sensor substructures 12 and 14, each
of which includes a variable length conduit 42 having a proximal
end 44 and a distal end 46. Each sensor substructure also includes
a transducer housing 48 adjacent proximal end 44, and an endcap 50
adjacent distal end 46. Preferably, conduit 42 includes a plurality
of hollow, concentric, telescoping segments sized and configured
according to the intended application.
[0034] As shown in FIGS. 2-4, conduit 42 preferably includes a
first segment 52 having a proximal end 56 and a distal end 58, a
second segment 60 having a proximal end 62 and a distal end 64, and
a third segment 68 having a proximal end 70 and a distal end 72.
Segments 52, 60 and 68 are substantially cylindrical, elongate
tubes which are constructed to telescope from a compressed
configuration to an extended configuration and vice versa, as shown
in FIGS. 2 and 3. Accordingly, first segment 52 is sized to fit
within second segment 60 in a sliding relationship. Similarly,
second segment 60 is sized to fit within third segment 68 in a
sliding relationship.
[0035] Proximal end 62 of second segment 60 is threaded to receive
locking collar 66. Likewise, proximal end 70 of third segment 68 is
threaded to receive locking collar 74. As shown in the enlarged
detail view of FIG. 5, second segment 60 includes two retaining
rings 65 which slightly protrude about the circumference of distal
end 64. The outside diameter of retaining rings 65 are slightly
larger than the inside diameter of flange 75 on collar 74 such that
when conduit 42 is extended, flange 75 prevents the second segment
from disengaging from the third segment. Similarly, first segment
52 includes retaining rings on distal end 58 which overlap a flange
on collar 66 to prevent the first segment from disengaging from the
second segment.
[0036] Preferably, telescoping segments 52, 60 and 68 are
constructed of aluminum or some other lightweight, yet rigid
material suitable for use under a variety of weather conditions.
Alternatively, variable length conduit 42 is constructed as one or
more tubes of a stretchable material such as rubber. In any event,
conduit 42 acts as a bi-directional signal path between transducer
housing 48 and endcap 50.
[0037] In a preferred embodiment shown in FIG. 6, transducer
housing 48 includes a base 76 capped by a cover plate 78. Cover
plate 78 is secured to base 76 by screws 82 which pass through
holes 80 of the cover plate and into the base. Opposite cover plate
78, base 76 includes a threaded signal port 88. An ultrasonic
transducer 86 is disposed within housing 48 adjacent signal port
88. Transducer 86 includes a sensor cable 92 which passes through a
cable feed-through hole 94 in cover plate 78. Preferably, base 76,
cover plate 78, and feed-through hole 94 are constructed and
assembled to prevent contamination of transducer 86 by dirt, water,
etc. Mounting holes 84 are provided to attach the transducer
housing adjacent the suspension.
[0038] Proximal end 56 of first segment 52 is threaded to be
received into signal port 88 of transducer housing 48. Thus
transducer 86 is disposed adjacent proximal end 44 of conduit 42 so
that an ultrasonic signal transmitted by the transducer propagates
along the interior of the conduit. Preferably, conduit 42 is
coupled to housing 48 so as to prevent contamination of transducer
86 by dirt, water, etc. In an alternative embodiment, a signal
dampener 90 is disposed between the transducer and the conduit to
attenuate the ultrasonic signal. Signal dampener 90 may be
constructed of any material suitable to transmit an ultrasonic
signal at a reduced amplitude. In one embodiment, an inexpensive
perforated paper material is used such as a common dish wipe.
[0039] As shown in FIG. 7, endcap 50 includes a cylindrical,
threaded collar 96 which receives the threaded distal end 72 of
third segment 68, and a pair of mounting prongs 102 which define
holes 104. Disposed between collar 96 and prongs 102 is target
surface 98 which at least partially covers distal end 46 of the
conduit. Preferably, target surface 98 includes one or more air
vents 100 which facilitate the telescoping movement of the conduit
by allowing air to flow into and out of the conduit when it is
extended or retracted. In the preferred embodiment, air vents 100
are arcuate channels formed in the perimeter of target surface 98.
In an alternative embodiment, air vents 100 are formed in one or
more of the telescoping segments. However, in such alternative
embodiment, the air vents are preferably formed to ensure that an
ultrasonic signal transmitted by the transducer propagates at least
partially within the conduit.
[0040] Referring now to FIG. 8, proximal end 44 of front sensor
substructure 12 is preferably connected adjacent front suspension
assembly 30 at mounting block 108. Alternatively, proximal end 44
is connected to front fender 106 or some other location adjacent
rider support frame 22. Screws (not shown) may be inserted through
holes 84 to attach proximal end 44 to either mounting block 108 or
front fender 106. Distal end 46 of front sensor substructure 12 is
connected to front wheel assembly 34, preferably at mounting
bracket 110. Bracket 110 includes a hole (not shown) which aligns
with holes 104 such that locking pin 112 passes through holes 104
and the bracket hole to couple the distal end of the conduit to the
front wheel assembly.
[0041] FIG. 9 shows the similar location of the rear sensor
substructure adjacent rear suspension assembly 32. Proximal end 44
of rear sensor substructure 14 is preferably connected adjacent
rider support frame 22 at rear fender 114. Screws (not shown) may
be inserted through holes 84 and into bracket 116. In the
embodiment of motorcycle 20 shown in FIG. 9, rear suspension
assembly 32 is a pivoting type suspension rather than a piston type
suspension. In the event rear suspension assembly 32 is a piston
type suspension, proximal end 44 is alternatively connected
adjacent assembly 32 at a mounting block such as mounting block
108. In any event, distal end 46 of rear sensor substructure 14 is
connected to rear wheel assembly 36, preferably at mounting bracket
118. Locking pin 120 passes through holes 104 and a hole (not
shown) in bracket 118 to couple the distal end of the conduit to
the rear wheel assembly.
[0042] As described above, front sensor substructure 12 and rear
sensor substructure 14 are located adjacent front suspension
assembly 30 and rear suspension assembly 32, respectively, to sense
suspension related information such as compression and/or rebound
information of the motorcycle suspension during a desired period of
motorcycle operation. For clarity, the discussion below focuses on
the front sensor substructure. However, it will be understood that
the rear sensor substructure functions identically to the front
sensor substructure and, thus, the discussion below applies equally
to both substructures.
[0043] During a period of motorcycle operation, the rider will
typically traverse several obstacles in the terrain such as holes,
dips, bumps, hills, etc. Depending on the speed at which these
obstacles are traversed, front suspension assembly 30 will respond
to lessen the impact of the obstacles on the rider by alternately
compressing and contracting, thus reducing the vertical motion
translated to rider support frame 22. When mounted as described
above, front sensor substructure 12 senses the compression and
rebound of assembly 30 and communicates compression and rebound
information to CPD unit 16.
[0044] In the preferred embodiment, transducer 86 repeatedly
measures the distance to target surface 98, which changes as
conduit 42 retracts with the compression of the front suspension
assembly and extends with the rebound of the front suspension
assembly. As illustrated schematically in FIG. 4, transducer 86
transmits an ultrasonic detection pulse or signal (indicated by
dotted lines) which propagates along conduit 42 to target surface
98 which is configured to receive the detection signal and return a
response signal. Preferably, target surface 98 is constructed of a
material to reflect the detection signal back to transducer 86.
Alternatively, target surface 98 is configured to generate a new
signal in response to the detection signal. In any event, the
response signal propagates back along conduit 42 until it is
received by transducer 86.
[0045] Due to the finite speed of sound in air, there will be a
delay between the moment that the transducer transmits the
detection signal and the moment it receives the response signal.
This time delay is proportional to the distance between the
transducer and the target surface. As front suspension assembly 30
is compressed, conduit 42 retracts and the distance between
transducer 86 and target surface 98 decreases. Consequently, the
time delay between transmission of the detection signal and
reception of the response signal also decreases. Likewise, as front
suspension assembly 30 rebounds, conduit 42 extends and the
distance between transducer 86 and target surface 98 increases. As
a result, the time delay between transmission of the detection
signal and reception of the response signal also increases.
[0046] Transducer 86 communicates the compression and rebound
information to CPD unit 16 by generating output voltage signals
simultaneously with the transmission of the detection signal and
the reception of the response signal. The output voltage signals
are communicated to the CPD unit via sensor cable 92a. (In the case
of rear sensor substructure 14, the output voltage signals are
communicated to CPD unit 16 via sensor cable 92b). In the preferred
embodiment, cable 92a includes a weather-tight union connector (not
shown) which allows the sensor substructure and the CPD unit to be
connected and disconnected quickly. It will be appreciated that the
output voltage signals may take any form such as discrete pulses,
frequency-modulated bursts, etc.
[0047] As discussed above, the time delay between the output
voltage signals corresponds to the distance between the transducer
and the target surface. After reception of the output voltage
signals, the CPD unit calculates the distance between transducer 86
and target surface 98 by multiplying the time delay between the
output voltage signals with the speed of sound in air.
(Distance=time delay*speed of sound.)
[0048] If each pair of detection signal and response signal is
considered as a single sample, it will be appreciated that a
greater sample rate will yield a higher resolution of compression
and rebound information. Due to the often rapid action of the
suspension, transducer 86 is preferably selected to be capable of a
sample rate of at least 60 Hz, and more preferably 120 Hz or 240
Hz. In the preferred embodiment, transducer 86 is a Polaroid 7000
series electrostatic transducer manufactured by Polaroid, Corp. of
Cambridge, Mass. Alternatively, any suitable ultrasonic transducer
may be used which is constructed to transmit an ultrasonic
detection signal and receive a response signal, and to generate a
voltage output signal corresponding to the delay between the
transmission of the detection signal and the reception of the
response signal.
[0049] While front and rear sensor substructures 12 and 14 have
been described above as ultrasonic transducers mounted in
telescoping conduits, it will be appreciated that the invention is
not limited to this embodiment and that other configurations are
within the scope of the invention. For example, conduit 42 may be
omitted and transducer 86, with or without housing 48, may be
directly mounted adjacent the rider support frame. In such an
alternative embodiment, a target may be mounted adjacent the wheel
assembly or some feature of the wheel assembly itself may be used
as a target surface. As another example, the conduit may be mounted
in any of a number of alternative locations and orientations to
measure various directional components of the compression and
rebound of the motorcycle suspension.
[0050] Furthermore, another method of measuring the compression and
rebound of the motorcycle suspension may be substituted in place of
the ultrasonic transducer. In one such alternative embodiment, a
first region of the vehicle suspension is marked or labeled with an
optical, electrical, and/or magnetic indicia which is readable by a
scanning device mountable adjacent a second region of the vehicle
suspension. The first region is movable in relation to the second
region or vice versa. The scanning device is configured to scan the
indicia and measure the relative movements of the first and second
regions.
[0051] Regardless of the sensor structure configuration, CPD unit
16 receives and analyzes the suspension related information from
the sensor substructures and converts the information into various
forms of suspension-analysis information. As illustrated
schematically in FIG. 14, the CPD includes a central processing
unit (CPU) operatively connected to a power source 150 via a
switching power supply 152. Power source 150 is preferably three
1.5 volt AA batteries connected in series. Power supply 152
provides the necessary power to both the digital and the analog
components of the CPD unit through the CPU.
[0052] CPD unit 16 preferably includes a front transducer
driver/receiver 156 which supplies power to, and receives output
voltage signals from, transducer 86 of front sensor substructure
12. Similarly, the CPD includes a rear transducer driver/receiver
158 which supplies power to, and receives output voltage signals
from, transducer 86 of rear sensor substructure 14. It will be
understood that in an embodiment in which suspension monitoring
system 10 is used with a vehicle having more than two wheel
assemblies, CPD unit 16 may be configured to have more than two
transducer driver/receivers.
[0053] In any event, the output voltage signals received by the
driver/receivers are then sent to receive amplifier/comparator 154.
Amplifier/comparator 154 acts as both a noise filter and an
amplifier. The comparator portion filters out signals of less than
a predetermined signal strength to prevent background noise from
being misidentified as an output signal. The output of the
comparator is then amplified to the input voltage levels required
by CPU 146.
[0054] CPU 146 is configured to receive the voltage signals from
amplifier/comparator 154 and to calculate desired
suspension-analysis information from the signals. CPU 154 includes
a timing circuit (not shown) to measure the length of the time
delay between the detection signal and the response signal. The CPU
then calculates the distance between transducer 86 and target
surface 98 as described above, based on a known value for the speed
of sound. Preferably, CPU 146 is capable of resolving changes in
distance values of 0.01 inch. In any event, CPU 146 preferably
includes an information storage device such as Random Access Memory
(RAM) 148 to store a plurality of distance values for a desired
period of motorcycle operation. In an alternative preferred
embodiment, information storage device 148 has sufficient capacity
to store the distance values of multiple periods of motorcycle
operation.
[0055] It will be appreciated that the capacity of information
storage device 148 will depend on the sample rate of the transducer
since a sample rate of 120 Hz will generate twice the number of
distance values for a given period of operation as will a sample
rate of 60 Hz. Furthermore, the number of sensor assemblies from
which compression information is received will also affect the
amount of vehicle operation time for which data can be stored. For
example, assuming all wheel assemblies are monitored and equal
sample rates, a given information storage device will be capable of
storing the distance values from a motorcycle for twice as long as
from a four-wheel vehicle.
[0056] In the preferred embodiment, CPU 146 functions as a user
interface and is controllable by the operator through select switch
126 and set switch 128 to display suspension-analysis information
to the motorcycle operator on display device 124. Display device
124, which is connected to, and controlled by the CPU unit, may be
any of a number of display devices such as a liquid-crystal display
(LCD), a light emitting diode (LED) display, a mechanical dial
display, etc. As discussed in more detail below, the rider
preferably selects from among a plurality of display modes to view
various types of suspension-analysis information derived from the
calculated distance values. The suspension-analysis information is
usable to determine necessary adjustments to the suspension.
[0057] As shown in FIG. 10, the CPD unit includes housing 122 which
is rigidly mounted on adjustable bracket 130 and configured to
provide a weather-tight enclosure for display device 124 and the
CPD electronics described above. Preferably, handlebar 28 includes
CPD mount 134 which is constructed to support the CPD unit. Screws
136 pass through slots 132 in the adjustable bracket and engage
holes (not shown) in the CPD mount to hold the adjustable bracket
against the CPD mount. Slots 132 allow the CPD unit to be adjusted
to an optimal viewing position by the rider.
[0058] In the preferred embodiment, CPD unit 16 includes a remote
start/stop switch 140 which allows the rider to start or stop the
CPD unit without moving his or her hands from the motorcycle
controls. Start/stop switch 140 is attached to handlebar 28 with
strap 142 and transmits control signals to CPD unit 16 via cable
144. Alternatively, start/stop switch 140 may be incorporated into
housing 122.
[0059] Referring now to FIGS. 11 and 12, various components of the
suspension-analysis information are displayed to the rider on
display device 124. In the preferred embodiment, display device 124
includes timer 170, front compression bar graph 160, rear
compression bar graph 162, and percentage compression scale 164.
Timer 170 indicates the elapsed time of the current measurement
period. Compression bar graphs 160 and 162 display the percentage
of compression of the front and rear suspension assemblies
respectively. When the bar graphs indicate zero percent
compression, the respective suspension assemblies are fully
extended. Conversely, when the bar graphs indicate 100 percent
compression, the respective suspension assemblies are fully
compressed.
[0060] It will be appreciated that during a desired period of
operation, the amount of compression for both the front and rear
suspension assemblies will continuously vary and, thus, the
respective bar graph displays will likewise vary. This varying
display can be seen by comparing FIGS. 11 and 12. In FIG. 11, at
time "1:42," the front suspension assembly is indicated to be at
approximately "40" percent compression while the rear suspension
assembly is indicated to be at approximately "70" percent
compression. Subsequently at time "2:30" shown in FIG. 12, the
front suspension assembly is indicated to be at approximately "80"
percent compression while the rear suspension assembly is indicated
to be at approximately "100" percent compression.
[0061] In the preferred embodiment, display device 124 also
includes full compression counters 166 and 168 which indicate the
occurrences of 100 percent compression or "bottoming" of the front
and rear suspension assemblies, respectively. This feature is
illustrated in FIG. 12 in which rear full compression counter 168
has been incremented from "00" to "01" as a result of the 100
percent compression of the rear suspension assembly.
[0062] In the alternative embodiment in which information storage
device 148 has the capacity to store distance values for multiple
periods of motorcycle operation, the information from each
operation is stored as a separate record. The motorcycle rider
operates CPD unit 16 using select switch 126 and/or set switch 128
to select which period is being stored or displayed by selecting
the associated record. Record number indicator 172 shows which
record is currently active. It will be appreciated that when a new
record is accessed, timer 170 and full compression counters 166 and
168 are preferably reset to zero. This multiple record feature
allows the rider to repeat a test run over a desired course after
making adjustments to the suspension and then compare the
suspension-analysis information from the two runs to evaluate the
effect of the adjustments.
[0063] In the preferred embodiment, display device 124 also
includes front multi-function readout 174 and rear multi-function
readout 176. Readouts 174 and 176 display any of several components
of the suspension-analysis information as selected by the rider
using switches 126 and/or 128. The component selected for display
is indicated by front display mode indicator 178 and rear display
mode indicator 180, respectively. Preferably, readouts 174 and 176
display the same components of the front and rear
suspension-analysis information sets. Alternatively, readout 174
displays one component of the front suspension-analysis information
while readout 176 displays a different component of the rear
suspension-analysis information. As a further alternative, readouts
174 and 176 display different components of either the front
suspension-analysis information or the rear suspension-analysis
information.
[0064] One component preferably selectable for display on readouts
174 and 176 is "inches of travel" (IOT). When this display mode is
selected, readout 174 displays the real-time distance (in inches)
between transducer 86 and target surface 98 of the front sensor
substructure. Readout 176 displays a similar value for the rear
sensor substructure. This display mode is illustrated in FIGS. 11
and 12 in which readouts 174 and 176 display quantitative values
corresponding to the graphical representations of front compression
bar graph 160 and rear compression bar graph 162, respectively.
[0065] In addition, the component "rate of compression" (ROC) is
also preferably selectable for display on readouts 174 and 176. CPU
146 is configured to calculate ROC by dividing the increase in IOT
between successive distance values by the elapsed time between the
distance values. The component ROC is useful in determining
necessary adjustments to the compression circuit of a suspension.
Similarly, the component "rate of rebound" (ROR) is useful in
determining adjustments in the rebound circuit of a suspension. CPU
146 is preferably configured to calculate ROR by dividing the
decrease in IOT between successive distance values by the elapsed
time between the distance values. As discussed above, the rider
operates switches 126 and/or 128 to select among ITU, ROC, or ROR
as the display mode of readouts 174 and 176.
[0066] It will be appreciated that there are many components of
suspension performance which are helpful in adjusting a suspension
and which can be displayed on readouts 174 and 176. Thus, the
specific examples discussed above are intended as illustrative only
and should not be read as limiting the claimed invention.
[0067] In the preferred embodiment, CPD unit 16 is also operable to
calibrate the calculations used to convert the input voltage
signals into suspension-analysis information. During the
manufacturing process, CPD unit 16 is programmed to store the exact
distance between the transducer and the target surface when the
conduit is fully retracted. Thus, the operator can calibrate the
speed of sound under current temperature and humidity conditions by
disconnecting either the proximal end of the conduit and/or the
distal end, fully retracting the conduit, and operating the CPD
unit to make a calibration measurement. The CPD is configured to
conduct a distance measurement as described above, and then compare
the measured transducer-to-target distance to the stored distance.
If the two values are unequal, the CPD unit adjusts its stored
value for the speed of sound accordingly. It will be appreciated
that the same calibration method could be performed using a known
distance value for the conduit when fully extended.
[0068] In addition to changes in sound speed, the system is
preferably also configured for calibration of suspension travel.
After calibrating the speed of sound (if desired), the operator can
calibrate the zero compression distance by placing the vehicle on a
support such that all compressive force is removed from the
suspension, and then operating the CPD unit to take a distance
measurement and store that value as zero compression. Similarly,
the operator can calibrate the full compression distance by forcing
the suspension into full compression and then operating the CPD
unit to take a distance measurement and store that value as full
compression.
[0069] The embodiment of the invention described above enables a
first phase of operation in which suspension-analysis information
is generated for a vehicle suspension and displayed on a
vehicle-mountable display device for use in determining adjustments
to the vehicle suspension. FIG. 13 illustrates a second phase of
operation in which the suspension analysis information is
downloaded to a remote computer for further analysis and
manipulation.
[0070] As shown in FIG. 13, the preferred embodiment of suspension
monitoring system 10 also includes digital computer 182 which is
connectable to CPD unit 16 and configured to download the
suspension-analysis information from the CPD unit. Computer 182
includes a communications cable, such as RS-232 cable 186 for
connecting to the CPD unit. In one embodiment, cable 186 includes a
union connector (not shown) to facilitate connection of the CPD
unit and the computer.
[0071] Computer 182 is preferably configured to store the
suspension-analysis information in a data storage device (not
shown) such as RAM, hard-disk, floppy-disk, CD-ROM, etc. In any
event, computer 182 is configured to allow an operator to view
additional components of the suspension-analysis information on
display monitor 184. In the preferred embodiment, computer 182 is
configured to convert the suspension-analysis information into
waveform data and display the waveform data to the operator on
display monitor 182. This embodiment is illustrated in FIG. 13, in
which the distance values for front and rear sensor substructures
are displayed as time-dependent waves over a desired period of
motorcycle operation.
[0072] The waveform data allows the operator to see the performance
of a motorcycle suspension over a selected period of motorcycle
operation rather than one data point at a time. In a preferred
embodiment, computer 182 is configured to allow the operator to
select the time scale and/or the compression scale of the waveform
display, thereby "zooming in" or "zooming out" on a specific
portion of the waveform. Using waveform data, an operator can
determine whether a particular suspension is properly "tuned" so
that the system fully rebounds between successive compression
events without excessive bouncing. Additionally, an operator can
determine whether a suspension is effectively utilizing its full
range of compression without excessive bottoming.
[0073] Computer 182 also preferably includes a user interface to
allow the operator to calculate selected values and execute
selected commands to manipulate the suspension-analysis information
to determine necessary adjustments to the motorcycle suspension.
For example, in one preferred embodiment, computer 182 is
controllable to determine the slope between two points of the
waveform data which are selectable by the operator. In another
embodiment, the computer is controllable to determine the amount of
operational time a suspension remains above or below a certain
level.
[0074] Additionally, the computer is preferably configured to allow
the operator to control the display of the suspension-analysis
information using VCR-type controls to PLAY, PAUSE, FAST FORWARD,
and REWIND the display of the information. It will be appreciated
that a wide range of computations, features, and displays are
possible with computer 182 depending on the needs of the operator
and the configuration of the suspension. Moreover, computer 182
preferably acts as a large capacity storage device for storing
suspension-analysis information for a plurality of vehicles and
terrain.
[0075] As described above, vehicle-mountable, suspension monitoring
system 10 provides a method of determining adjustments to the
suspensions of a wide variety of vehicles. After mounting the
sensor structure and CPD unit onto the vehicle and connecting
cables 92, system 10 is ready to measure and display
suspension-analysis information for a desired period of vehicle
operation. The vehicle operator then activates the CPD unit with
start/stop switch 140, selects the desired operational mode using
switches 126 and 128, and begins operating the vehicle across an
irregular terrain.
[0076] Sensor substructures 12 and 14 sense the movement of wheel
assemblies 34 and 36 relative to operator support frame 22 and
transmit the information to CPD unit 16. The CPD unit receives the
suspension related information from the sensor substructures and
calculates the distance values between transducers 86 and the
associated target surfaces 98. The distance values, also referred
to herein as suspension-analysis information, are stored in
information storage device 148. The CPD then converts the distance
values into various components of suspension-analysis information
and displays the selected components to the vehicle operator on
display device 124.
[0077] After completion of the desired period of vehicle operation,
the operator can cause the CPD unit to playback the stored
suspension-analysis information. Alternatively, the operator may
cause the CPD unit to playback suspension-analysis information
which was stored during a previous period of vehicle operation. In
any event, the operator employs switches 126 and/or 128 to select
among the various components of suspension-analysis information to
be displayed, including the amount of compression or IOT, ROC, ROR,
number of occurrences of full compression, etc.
[0078] Additionally, the vehicle operator may connect the CPD unit
to digital computer 182 and download the suspension-analysis
information stored on information storage device 148 to the
computer for display on display monitor 184 as a waveform. Further,
the operator may configure computer 182 to calculate and/or display
additional components of the suspension-analysis information.
[0079] While the invention has been disclosed in its preferred
form, the specific embodiments thereof as disclosed and illustrated
herein are not to be considered in a limiting sense as numerous
variations are possible. Applicants regard the subject matter of
their invention to include all novel and non-obvious combinations
and subcombinations of the various elements, features, functions
and/or properties disclosed herein. No single feature, function,
element or property of the disclosed embodiments is essential. The
following claims define certain combinations and subcombinations
which are regarded as novel and non-obvious. Other combinations and
subcombinations of features, functions, elements and/or properties
may be claimed through amendment of the present claims or
presentation of new claims in this or a related application. Such
claims, whether they are broader, narrower or equal in scope to the
original claims, are also regarded as included within the subject
matter of applicants' invention.
* * * * *