U.S. patent application number 12/255396 was filed with the patent office on 2009-08-13 for apparatus and method for shifting the center of gravity in a vehicle.
Invention is credited to James C. Stevens.
Application Number | 20090200761 12/255396 |
Document ID | / |
Family ID | 40938254 |
Filed Date | 2009-08-13 |
United States Patent
Application |
20090200761 |
Kind Code |
A1 |
Stevens; James C. |
August 13, 2009 |
APPARATUS AND METHOD FOR SHIFTING THE CENTER OF GRAVITY IN A
VEHICLE
Abstract
An apparatus for shifting the center of gravity of a vehicle,
including a master cylinder assembly with motor, gearbox and
position sensing encoder; at least one vehicle shock and spring
assembly with upper shock casing and lower piston end; a slave
cylinder hydraulically connected with the master cylinder and
connected with the at least one or more of the vehicle's vehicle
shock and spring assemblies assembly to, upon actuation of the
motor, vary the distance between the upper shock casing and the
lower piston end; a driver control assembly including one or more
actuator paddles connected behind the outer grip of the steering
wheel; and, a control unit having computer programming to receive
and issue data and instructions and being operationally connected
between the driver control assembly and the master cylinder to
actuate the motor upon movement of one or more of the paddles.
Inventors: |
Stevens; James C.;
(Mooresville, IN) |
Correspondence
Address: |
BAHRET & ASSOCIATES
320 NORTH MERIDIAN STREET, SUITE 510
INDIANAPOLIS
IN
46204
US
|
Family ID: |
40938254 |
Appl. No.: |
12/255396 |
Filed: |
October 21, 2008 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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11041551 |
Jan 23, 2005 |
7438296 |
|
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12255396 |
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Current U.S.
Class: |
280/5.514 |
Current CPC
Class: |
B60G 2800/012 20130101;
B60G 2500/20 20130101; B60G 15/063 20130101; B60G 2400/63 20130101;
B60G 17/0272 20130101; B60G 17/0162 20130101; B60G 2800/24
20130101; B60G 2400/61 20130101; B60G 2800/915 20130101; B60G
2500/30 20130101 |
Class at
Publication: |
280/5.514 |
International
Class: |
B60G 17/015 20060101
B60G017/015 |
Claims
1. An apparatus for shifting the center of gravity of a vehicle,
comprising: a master cylinder assembly with motor, gearbox and
position sensing encoder; at least one vehicle shock and spring
assembly with upper shock casing and lower piston end; a slave
cylinder hydraulically connected with the master cylinder and
connected with the at least one or more of the vehicle's vehicle
shock and spring assemblies assembly to, upon actuation of the
motor, vary the distance between the upper shock casing and the
lower piston end; a driver control assembly including one or more
actuator paddles connected behind the outer grip of the steering
wheel; and, a control unit having computer programming to receive
and issue data and instructions and being operationally connected
between the driver control assembly and the master cylinder to
actuate the motor upon movement of one or more of the paddles.
Description
REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 11/041,551, filed Jan. 23, 2005, which is a
regular application and is hereby incorporated by reference.
FIELD OF THE INVENTION
[0002] The present invention relates to the field of motor
vehicles, and more particularly, to an apparatus and method for
shifting the center of gravity in a vehicle.
BACKGROUND OF THE INVENTION
[0003] In racing, small changes in the position of the vehicle's
center of gravity can significantly alter the vehicle's handling.
One way in which this has been accomplished is by addition of a
slave cylinder at the shock and spring assembly of at least one
wheel or corner of the vehicle. A typical shock and spring assembly
includes a shock absorber with an upper shock case and a lower
piston end and includes a coil spring coaxial surrounding the shock
absorber. The spring is preloaded in compression between elements
connected with the upper shock case and the lower piston end. The
slave cylinder is inserted serially between the upper shock casing
and the upper end of the spring. The slave cylinder can be operated
by the driver, while driving, by turning a knob inside the vehicle.
The knob is mechanically connected with the slave cylinder to
correspondingly extend or retract it, which raises or lowers that
corner of the vehicle, and the vehicle's center of gravity is
accordingly shifted.
[0004] What is needed is an improved apparatus for shifting the
center of gravity of the vehicle.
SUMMARY OF THE INVENTION
[0005] Generally speaking, an apparatus is provided for shifting
the center of gravity of a vehicle, the apparatus requiring little
or no extra room between the vehicle and the vehicle's suspension
spring shock absorber or other suspension element, and which
provides a significant degree of variability and control by the
driver while driving.
[0006] The system is used to actuate a slave cylinder, at at least
one of the coil spring/shock absorbers, via changing hydraulic
pressure from a master cylinder, in order to apply more force to
the coil spring. This coil spring is mounted coaxially with a shock
absorber (damper) on one or more corners of a racecar. This force
change acting on the spring causes an attitude change that
essentially makes a change to the weight distribution of the
vehicle (i.e. more or less weight to the front/rear/left/right,
etc.). This is used as a driver aid to effect changes in the
handling of the car.
[0007] An apparatus for shifting the center of gravity of a
vehicle, including a master cylinder assembly with motor, gearbox
and position sensing encoder; at least one vehicle shock and spring
assembly with upper shock casing and lower piston end; a slave
cylinder hydraulically connected with the master cylinder and
connected with the at least one or more of the vehicle's vehicle
shock and spring assemblies assembly to, upon actuation of the
motor, vary the distance between the upper shock casing and the
lower piston end; a driver control assembly including one or more
actuator paddles connected behind the outer grip of the steering
wheel; and, a control unit having computer programming to receive
and issue data and instructions and being operationally connected
between the driver control assembly and the master cylinder to
actuate the motor upon movement of one or more of the paddles.
[0008] It is an object of the present invention to provide an
improved apparatus for shifting the center of gravity of a
vehicle.
[0009] Further objects and advantages will become apparent from the
following description of the preferred embodiment.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a diagrammatic view of an apparatus 10 for
shifting the center of gravity of a vehicle in accordance with one
embodiment of the present invention.
[0011] FIG. 2 is a side view of the slave cylinder 12 connected
with the shock and spring assembly 18 of the apparatus 10 of FIG.
1.
[0012] FIG. 3 is a side, partially cross-sectional view of the
master cylinder 37 and potentiometer 56 of the apparatus 10 of FIG.
1.
[0013] FIG. 4 is a front view of the driver control assembly 14 of
the apparatus 10 of FIG. 1.
[0014] FIG. 5 is a rear view of the driver control assembly 14 of
the apparatus 10 of FIG. 1.
[0015] FIG. 6 is a layout view showing the orientation of the
partial views shown in FIGS. 7-22.
[0016] FIGS. 7-22 are partial views, together showing the
schematics for constructing control unit 13 of the apparatus 10 of
FIG. 1.
[0017] FIG. 23 is a layout view showing the orientation of the
partial views shown in FIGS. 23a-23b. FIGS. 23a-23b together show a
computer screen shot showing the user interface for configuring the
program shown in FIGS. 25 through 35, inclusive.
[0018] FIG. 24 is a layout view showing the orientation of the
partial views shown in FIGS. 24a-24b. FIGS. 24a-24b together show
the computer screen shot of FIG. 23, but showing operation
parameters entered into certain fields.
[0019] FIGS. 25, 26, 27, 28, 30, 31, 32, 33 and 34 are layout views
showing the orientation of the corresponding partial views shown in
FIGS. 25A-25I, 26A-26B, 27A-27I, 28A-28I, 30A-30I, 31A-31B,
32A-32I, 33A-33I and 34A-34I.
[0020] FIGS. 25A-25I are partial views which show, in combination,
the first page of the diagram (code) of a computer program, in
developer view, suitable for running on a PC to enable a user to
engage with and vary the settings of control unit 13 to control
operation of the apparatus 10 of FIG. 1.
[0021] FIGS. 26A-26B are partial views which show, in combination,
the second page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0022] FIGS. 27A-27I are partial views which show, in combination,
the third page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0023] FIGS. 28A-28I are partial views which show, in combination,
the fourth page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0024] FIG. 29 shows the fifth page of the diagram (code) of the
computer program referenced in FIGS. 25A-25I.
[0025] FIGS. 30A-30I are partial views which show, in combination,
the sixth page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0026] FIGS. 31A-31B are partial views which show, in combination,
the seventh page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0027] FIGS. 32A-32I are partial views which show, in combination,
the eighth page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0028] FIGS. 33A-33I are partial views which show, in combination,
the ninth page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0029] FIGS. 34A-34I are partial views which show, in combination,
the tenth page of the diagram (code) of the computer program
referenced in FIGS. 25A-25I.
[0030] FIG. 35 shows the eleventh page of the diagram (code) of the
computer program referenced in FIGS. 25A-25I.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0031] For the purposes of promoting an understanding of the
principles of the invention, reference will now be made to the
embodiment illustrated in the drawings and specific language will
be used to describe the same. It will nevertheless be understood
that no limitation of the scope of the invention is thereby
intended, and that any alterations or modifications in the
illustrated device, and any further applications of the principles
of the invention as illustrated therein are contemplated as would
normally occur to one skilled in the art to which the invention
relates.
[0032] Referring to FIG. 1, there is shown an apparatus or "weight
jacker" 10 for shifting the center of gravity of a vehicle in
accordance with one embodiment of the present invention. Weight
jacker 10 generally includes a master cylinder assembly 11, a slave
cylinder 12, a control unit 13, and a driver control assembly 14.
The present invention is described connected to the shock and
spring assembly 18 at just one corner of a vehicle (not shown), but
it is contemplated that it can be connected to one corner (e.g.
front right), two corners (e.g. front right and rear left), or any
desired combination. Shock and spring assembly 18 generally
includes a shock absorber 19 and a coil spring 20.
[0033] Referring to FIG. 2, shock absorber 19 (shown in a lateral
orientation for discussion purposes) includes an upper shock case
21 that is connected to the vehicle body, a lower piston end 22
that is connected to the suspension system (wishbone, etc.) and a
donut 23 that freely encircles shock absorber piston rod 24. The
lower end 26 of spring 20 is seated against donut 23, which is
seated against piston end 22, as shown. The upper end 27 of spring
20 would normally be seated against an upper cap or perch (not
shown), the position of which along upper shock case 21 is set by
an axial adjustment mechanism such as adjustment nut 28, which is
threadedly received around upper shock case 21, as shown. Spring 20
is thereby compressively loaded between collar 23 and adjustment
nut 28, and rotation of adjustment nut 28 varies the pre-load
distance between the upper and lower ends 29 and 30 of shock
absorber 19. In addition to such manual preloading, slave cylinder
12 replaces the perch (not shown) and is coaxially interposed
between the upper end 27 of spring 20 and adjustment nut 28.
Hydraulic slave cylinder 12 can be one of many available from the
manufacturers of the shock absorbers, such slave cylinders being
configured to properly mate with a chosen shock absorber. Slave
cylinder 12 includes a housing 31 and a piston 32 that axially
extends and retracts upon hydraulic pressure increases and
decreases delivered through hydraulic line 33. Piston 32 is sized
and configured to receive the upper end 27 of spring 20 in a
compressive seating arrangement, as shown. Thus, like rotation of
adjustment nut 28, variation in hydraulic pressure to slave
cylinder 12 extends/retracts piston 32 which, for a given weight 34
applied coaxially to shock absorber 19 (i.e. vehicle weight) varies
the distance between the upper and lower ends 29 and 30 of shock
absorber 19. As a consequence, since the vehicle weight 34 applied
thereat does not change, the compressed length of spring 20 does
not change, and the vehicle is thus raised or lowered. However,
such raising or lowering of the vehicle, however slight, will shift
the vehicle's center of gravity, which will change the applied
weight 34 at each wheel, and the length of spring 20 will therefore
change slightly.
[0034] Referring to FIGS. 1 and 3, master cylinder assembly 11
includes a master cylinder 37, a motor/gearbox assembly 38 and a
rotary encoder 39. Master cylinder 37 is essentially the same as
slave cylinder 12, except without the jackscrew 44 through the
center, and includes a housing 41 and a piston 42 that together
define a fluid chamber 43. A jackscrew 44 runs through the center
of housing 41 and through a threaded opening 45 in the center of
piston 42. The yoke 46 at the back end of jackscrew 44 bears
against a thrust bearing 48 seated at the back of housing 41.
Rotation of jackscrew 44 moves piston 42 axially in and out, which
forces hydraulic fluid in and out of chamber 43 and, through its
connection via line 33 to slave cylinder 12, moves slave cylinder
piston 32 in and out. The preload on spring 20 maintains a positive
pressure on the hydraulic fluid in chamber 43. Jackscrew 44 is
angularly driven by connection with the motor/gearbox assembly 38
that is connected at the backside of master cylinder 37.
[0035] The optical rotary encoder 39 is provided to determine the
output position of the master cylinder piston 42. Encoder 39 is
connected to the shaft (not shown) of motor/gearbox assembly 38 on
the opposite end 49 of the motor from the gearbox output, the
latter being connected to the jackscrew yoke 46. For every
revolution of the motor shaft (which, through the gearing (not
shown) of motor/gearbox 38, is directly related to the number of
rotations of jackscrew 44), encoder 39 produces a known number of
counts. The electronic output of encoder 39 reflecting the number
of counts and the rotation direction of the shaft is fed via
coupling 50 and cable 51 to control unit 13. Since the gearbox
ratio and the jackscrew thread pitch are known, the exact position
and direction and speed of movement of the master cylinder piston
42 can be determined at any time following an initial calibration.
If desired, a secondary potentiometer assembly 53 can be used.
Assembly 53 includes a sensor arm 54 connected to the master
cylinder piston 42 by any appropriate means such as screws 55, and
includes a position sensor potentiometer 56 connected as by a
bracket 57 to housing 41. The pot string 60 extends out from
potentiometer 56 and is connected to the sensor arm 54, as shown.
Other embodiments contemplate any appropriate potentiometer type
(e.g. rotary) and connection method, so long as the position of
master cylinder piston 42 is tracked and the data fed to control
unit 13, to some other data gathering device or directly to the
driver control assembly 14, the vehicle cockpit or the pit crew.
Optical rotary encoder 39 is the preferred device, however, for
monitoring the position and movement of master cylinder piston
42.
[0036] Control unit 13 receives data from encoder 39 (and secondary
potentiometer assembly 53, if used), as well as from the vehicle's
DAQ (data acquisition unit) 61 and the driver control assembly 14.
Control unit 13 contains appropriate computer components to receive
and store such data along with programming to output instructions
through cable 51 to drive motor/gearbox 38, and ultimately to
and/or from slave cylinder 12, as desired. In one embodiment,
control unit 13 is constructed in accordance with the schematics
shown in FIG. 6. FIGS. 7-22 show an enlarged view of the respective
portions of the schematics of FIG. 6. And in one embodiment, a
control unit 13 constructed in accordance with the schematics of
FIGS. 6-22 is made operational by the programming presented in
Exhibit A below. Control unit 13 also provides output back to the
driver control assembly 14, such as the real-time state of
operation of the master cylinder assembly 11 (e.g. its position,
direction of movement and/or any other information desired to be
provided to the driver). Control unit 13 is also contemplated to
output wireless data for receipt by the driver's crew located away
from the vehicle. Power and connection to control unit 13 is
provided through cable connection 62.
[0037] Referring to FIGS. 1, 4 and 5, one configuration of driver
control assembly 14 is shown. In the present embodiment, driver
control assembly 14 is incorporated directly into the removable
steering wheel 65 of the vehicle. Steering wheel 65 includes the
outer grip 66, spokes 67, central housing 68, display panel 69,
user actuation assembly 70 and steering wheel mounting coupling 71.
Coupling 71 is one of a male/female connection ends that permits
the steering wheel to be removably locked, in proper angular
alignment, with the vehicle's steering column (not shown). Coupling
71 defines a series of pin holes 74 that receive a set of aligned
pins upon connection with the steering column to enable data
transfer between the switches and readouts of the steering wheel
and the various data collection and control units in the rest of
the vehicle. The user actuation assembly 70 includes a set of four
paddles 75-78 that are mounted at their inboard ends (not shown) at
the backside of steering wheel 65, as shown. Paddles 75-78 include
appropriate elements, structure and/or characteristics to make them
resilient or spring biased so that a driver, with his hands on
outer grip 66, can extend one or more fingers behind one or more of
paddles 75-78 (as viewed in FIG. 4) and pull it (them) toward the
driver (i.e. toward the plane defined by outer grip 66), enough to
cause such paddle(s) to actuate an electrical switch(es) (not
shown) connected between the paddles and one or more of the spokes
67, central housing 68 and display panel 69. The activation of such
electrical switch(es) is transmitted through coupling 71 to control
unit 13. Upon release, such paddle(s) through its resiliency or
spring bias will return to a rest position where such electrical
switch is disengaged. Other embodiments are contemplated where such
paddles are constructed and mounted to be pushed and/or pulled as
opposed to just pulled. Other switches, dials and/or other user
controlled items are located, as desired, on the central housing
for easy access by the driver. Output information is provided to
the driver via known display elements on display panel 69. Wiring
for the various switches, displays and the like provide in steering
wheel 66 are routed to one or more circuit boards (not shown) that
are safely enclosed within central housing 68 to facilitate
assembly and service.
[0038] Programming may be provided using any appropriate software
or PC kit on a laptop or other PC and by programming any desired
operating parameters such as end limits, speed, preset return
points, failure modes, etc. The program is then downloaded to the
control unit 13 using any appropriate linkage such as, but without
limitation a serial or CAN link. In one embodiment, programming for
running control unit 13 to control operation of apparatus 10 was
written in Ladview, Version 5.1, which is commercially available
from National Instruments, Inc., and the code for which is shown in
FIGS. 25-34. The PC running such Ladview program can then be
connected with control unit 13 to set parameter values and govern
its operation. In one embodiment, apparatus 10 for shifting the
center of gravity of a vehicle is programmed to operate as
follows:
[0039] If the driver, while driving or stationary, feels an
adjustment to the vehicle's weight distribution (center of gravity)
is desired, he can take one of several actions. He can pull the
upper left paddle 75 ("paddle 1"), which causes jackscrew 44 to
rotate and push master cylinder piston 42 out, which pulls slave
cylinder piston 32 in, which lowers the vehicle at the corner at
which the slave cylinder 12 is located, and the vehicle's center of
gravity is accordingly shifted. Actuation continues until paddle 1
is released or until the limit of travel of master cylinder
assembly 11 is reached. Such limit may be reached mechanically by
the limits of the various components of apparatus 10, but it is
preferable to program such limits into control unit 13. In one
embodiment, motor/gearbox assembly 38 is capable of a 0.7 inch
throw, but a maximum range of about a 0.34 inch throw is programmed
into control unit 13. Even with this small range, in one
embodiment, a shift of 40 lbs. from the vehicle corner supplied
with the slave cylinder 12 was achieved. If the driver feels he
overshot the adjustment, he releases paddle 1 and pulls paddle 76
("paddle 2"), which rotates jackscrew 44 in the opposite direction,
thus extending slave cylinder piston 32 and raising the vehicle at
the corresponding corner. The programming further provides for a
"home" position. That is, should the driver wish to return to a
designated default or home position, the driver simply has to pull
both paddles 1 and 2, whereupon control unit 13 automatically
returns slave cylinder 32 to its preprogrammed home position.
[0040] It is contemplated that the maximum range, home position and
other limits, ranges, and automatic operations can be modified
through the programming of the control unit by hard wire connection
(i.e. in the pits), through wireless access (i.e. by the pit crew
while the driver is racing), or even by the driver while racing. In
the latter case, the driver may find an ideal position and may want
to set that as the new home position. In such case the system could
be set up to enter the new home setting by pulling all four paddles
at once, or by pulling just the bottom two paddles 77 and 78
("paddle 3" and "paddle 4", respectively). Other combinations are
contemplated, as well. Alternatively, a separate switch may be
provided on the central housing 68 or elsewhere inside or outside
the vehicle, as desired, to enable a change in home position.
[0041] Paddles 3 and 4 may be programmed to two pre-programmed
positions using the Ladview software (or any similar appropriate
software). Alternatively, paddles 3 and 4 could be taught a new
setting. For example and without limitation, the driver may find a
certain setting is optimum upon entering turn 1 and another setting
is optimum upon exiting turn 2. Control unit 13 may be programmed
to "remember" a setting upon pulling and holding paddle 3 for five
seconds, for example. Thereafter, upon entering turn 1 the driver
need only pull paddle 3 to engage its switch, which would cause
control unit 13 to move the slave cylinder(s) to the remembered
position. Paddle 4 would be similarly taught to remember a desired
setting (i.e. when the driver finds a desired setting upon exiting
turn 2). In this way, the unit can be used to quickly adjust the
car to adapt to both ends of a very different racetrack, for
example. Using the car's serial or CAN Link, and some manner of
initial and/or periodic position sensor (such as an infrared light
crossing the track at a specific place and a sensor mounted in the
car), control unit 13 could be directed to automatically adjust
slave cylinder 12 based on track position.
[0042] With the Ladview programming (FIGS. 25-34) running on a
laptop or other PC, FIG. 23 shows a computer screen shot of the
user interface presented that the technician uses to set the
defaults and additional system limits for governing the operation
of control unit 13. FIG. 24 is the screen shot of FIG. 23, but
showing settings entered into various fields. Upon assembly,
knowing the jack screw pitch, the number of counts (of encoder 39)
and the maximum physical limit of travel of master cylinder 37, the
user would determine the maximum number of counts (i.e. 550,000)
produced by encoder 39 as master cylinder 37 is run between its
full in and full out positions. While this defines the outer
physical limits of travel of master cylinder 37, the technician
will likely set the operational limits of the system somewhat
inside the physical limits. Thus, for physical limits producing a
count of from 0 (Low) to 550,000 (High), the technician might set
the operational limits through the Ladview software at 20,000 (Low)
and 530,000 (High). Or, if it is desired to have only a narrow
operating stroke, the technician might set these operational limits
at 195,000 (Low) and 250,000 (High). In this example, if master
cylinder 37 was capable of a 0.7 inch stroke, the system would thus
have an operational stroke of 0.07 inches.
[0043] Referring to the block 81 of parameter entry fields, the
technician will set the motor shaft operational limits and the
system's current (amperage) limits. Thus, in the previous example,
the High Position Limit field 82 would be set to 250,000, and the
Low Position Limit field 83 would be set to 195,000. (FIG. 24) As
with the high and low position limits, The Increment Stepsize field
84 corresponds to multiples of the encoder count and may be set
from 0 to 127. Each increment of "1" produces a 256 count step in
the encoder which, in the current embodiment, corresponds to a one
half turn of the shaft of motor/gear box 38. Other results are
contemplated depending on the encoder range, gearing, etc. An
increment stepsize setting of "0" would essentially shut the system
down since incrementing the shaft by 0.times.256 counts produces no
turn in the motor shaft. The Accel/Decel field 85 may be set from 0
to 15 to set a rate of acceleration of the motor shaft. Again, a
setting of "0" would essentially shut down the motor.
[0044] Over-current protection is provided in fields 87-89. The
Motor Current Limit field 87 provides the upper current threshold,
above which a failure count is registered. The Over-Current
Failures Allowed field 88 is where the technician will set the
upper threshold number of failure counts above which the system
will stop and a power-on restart will be necessary to continue
using the system. The Over-Current Failures Seen field 89 displays
the current count of failures. If the Over-Current Failures Seen
field 89 value exceeds the value in the Over-Current Failures
Allowed field 88, the system will shut down.
[0045] The Pot Amplifier Offset field 90 is where the technician
can set the initial calibration setting to define the "home"
position of the pot.
[0046] The blue block 93 overlaying a portion of the performance
graph 94 indicates five programmed warnings that will appear should
certain entered values be outside allowable settings. More or fewer
warning messages could be provided. The individual message blocks
do not appear unless (1) the program is not operationally connected
to the control unit 13 or (2) unless a warning condition is
satisfied. In the latter case, the only block(s) that would appear
is that which addresses the particular warning condition that
occurred.
[0047] The driver control display object 96 shown at the top of
FIG. 23 (23a and 23b) is used to set the commands for control unit
13 to carry out upon actuation of the paddles 75-78 of driver
control assembly 14. Block 96 is a setup tool that allows the
technician, while operationally connected with control unit 13 (via
serial port or wireless connection) to set up apparatus 10. The
various objects within block 96 are as follows: buttons 97-100
represent the four paddles 75-78 connected with steering wheel 65.
Slide bar 102 represents the operational limits of rotation of the
central shaft of motor/gear box assembly 38 as set in fields 82 and
83. Red and green sliders 103 and 104 are used to set preprogrammed
system return positions upon activating paddles 3 and 4,
respectively. Blue knob 105 (set by the computer mouse) sets the
default (home) position, to which the system will go upon pulling
both paddles 1 and 3. Simultaneous pulling of both paddles 1 and 32
can be simulated here by depressing blue button 106.
[0048] To change settings in the current embodiment, the racecar is
pulled into the pits, for example, and the serial cable 62 from the
laptop with the Ladview program is connected with the racecar's
control unit 13. The current settings of control unit 13 will then
be shown in the screen shot (FIG. 23) on the PC, and any other data
stored in the car's DAQ will be uploaded, as well. Any changes
desired to be made to the system (apparatus 10) are then made in
the PC at the screen shot. Once the desired settings are made, the
blue "PROGRAM to EEPROM" button 107 is pressed with the mouse, and
the PC settings are uploaded to control unit 13. The performance
graph 94 will show in real time during operation of the car the
encoder position, the state of the system, the target (the value at
which the encoder 39 is intended to be), and the pot position. The
lower graph 108 indicates, also in real time, the motor current
amperage.
[0049] FIG. 24 shows the same computer screen shot as in FIG. 23,
except showing a sample set of operational parameters entered into
certain fields, as shown. For example, the operational limits of
rotation of the shaft in motor/gear box 38 are set at 195,000 (Low)
and 250,000 (High). Memory positions have been set for paddle 3 at
210,000 and for paddle 4 at 240,800. Thus, depressing button 97
(emulating paddle 1) will cause rotation of the motor shaft of
motor/gear box 38 until the encoder count hits 195,000, at which
point the programming will cease causing the motor shaft to rotate
in that direction despite button 97 (or paddle 1) being further
actuated. Depressing button 98 (emulating paddle 2) will rotate the
shaft in the other direction until the count reaches 250,000, at
which point the programming will cease causing the motor to rotate
in that direction. Depressing button 99 one time (emulating paddle
3) will automatically cause the motor shaft to rotate until the
encoder count reaches 210,000. Likewise, depressing button 100
(emulating paddle 4) will cause the motor shaft to rotate from
wherever it is until the encoder count reaches 240,800.
[0050] The default home position has been set just over 220,000.
Depressing button 106 (emulating activating both paddles 1 and 3)
will cause the program to rotate the motor shaft from wherever it
is until it reaches the encoder count of approximately 220,000 (the
"home" position).
[0051] Upon downloading the settings to control unit 13, paddles
75-78 will operate just as described above for the simulation in
the Ladview program. The "quick home" feature enables the driver to
quickly return to an otherwise safe operating position.
[0052] Other combinations of paddle movements to achieve actuation
of one or more slave cylinders are contemplated. Greater or few
paddles, located behind the outer grip, and evenly or unevenly
distributed, are also contemplated. Paddles 75-78 are made of any
appropriate material such as metal or plastic, and the preferred
size and shape is shown (generally rectangular with an outer flair
to enlarge the finger gripping area), but other appropriate shapes
are also contemplated. Paddles 75-78 are contemplated to be fixedly
mounted at their inboard ends (not shown) and are sufficiently
flexible to permit bending upon being pulled. A push switch (not
shown) mounted to the back side of central housing 68 is thus
engaged upon pulling such paddle far enough against the switch.
Releasing the paddle releases the switch.
[0053] It is contemplated that any combination of such switches
and/or display devices can be mounted on the steering wheel, dash,
gear lever or any location convenient for the driver. Control unit
13 can also be controlled via the CAN or Serial Data Link. In this
way, some fashion of automatic control could be utilized.
[0054] While the embodiment of the invention is directed primarily
for racecars with detachable steering wheels, user controllable
switches and various useful telemetry, alternative embodiments are
contemplated for any motor vehicle where it may be desired to vary
the characteristics of the suspension system. For example and
without limitation, the switches and data output could be mounted
on the vehicle's dashboard, center console, door, etc.
[0055] Alternative embodiments are contemplated wherein the master
and/or slave cylinder data, as well as the vehicle's location may
be collected and stored by the DAQ or control unit and, in
accordance with programming provided to the control unit 13,
apparatus 10 may automatically vary the characteristics of the one
or more of the vehicle's shock and spring assembly 18. For example
and without limitation, after several laps on the track, the
control unit may "learn" that the vehicle pushes through turn two
and that a 0.14 inch advancement of master cylinder piston 42
properly compensates for the push. Thereafter, apparatus 10
automatically extends master cylinder piston 42 just before
entering turn 2, and retracts it just upon exiting turn 2. Such
learning may also be applied to passenger cars, for example, where
the control unit may learn that the vehicle pushes upon entering a
curving, poorly banking high-speed highway ramp and may
automatically advance the master cylinder piston 42 the appropriate
amount. Such learning may incorporate standard GPS access.
[0056] In one embodiment the following system components are
used:
Electrical Input Specifications:
TABLE-US-00001 [0057] Input Power Voltage 8-18 VDC Supply Current
50-90 mA Supply regulation PWM switch mode PWM Frequency 100
KHz
Reverse polarity protected to control circuits. Motor drives are
NOT reverse diode protected.
TABLE-US-00002 Input Signals Switches Four (4). Dry contacts to
ground. Must sink 5 mA minimum. Limit Switches Two (2) Open
collector, 5 mA sink minimum Serial Link RS 232 Serial Speeds
115.2K CAN Link V2.0b CAN Speed 1.0 mbps Potentiometer: Exciter
Output 5 V (via a 47 ohm decoupling resistor) Input 10K input
impedance (resistive), 120 pf bypass Encoder: Supply +5 v Inputs 2
phase, A and B, 5 ma sink minimum Resolution 500 lines/rev Speed
7000 RPM max
TABLE-US-00003 Output Specifications Motor Motor Drives 12 Amps
Continuous Speed Control PWM Frequency 15 KHz Current limits Set
via the PC kit, 0.1 to 10 Amps Method Bi-Directional H-Bridge drive
Heat Sinking Drive outputs heat-sinked to billet case, electrically
isolated
TABLE-US-00004 Signal Output Specifications Position 0-5 V DC,
proportional to the position of master or slave cylinder. Motor
Current 0-5 V DC, proportional to motor current 1 V per Amp State
0-5 V DC, indicates controller operation state CAN Link Encoded
position, pot wiper position, motor current, battery voltage,
control unit temperature, state indicator Serial Link Encoded
position, pot wiper position, motor current, battery voltage,
control unit temperature, state indicator
[0058] The following Exhibit A shows computer code in one
embodiment for programming control unit 13 to operate in accordance
with the schematics of FIGS. 6-10 and in accordance with the above
described operation.
EXHIBIT A
TABLE-US-00005 [0059] WJ2 458E.ASM
;*************************************************************************-
**** ; ; ; weight Jacker Controller ; ; WJ2 458B.ASM ; PROCESSOR
CHANGED TO 18F458 ; 16 Dec 2003,jcs ; Copyright 2004, MC
Technologies, Eau Claire Wisconsin ; ;version B ; Released for
stand-alone testing 2 Jan 2004 jcs ; This version handles
potentiometer feedback only. ; Pinned out for PCB # MCT006B only. ;
Version C starts using the encoder for position feedback as well ;
Version D uses both encoder and pot ; Pot times <factor> =
encoder counts ; <factor> is an integer number around 782 ;
Version E uses Pot to set home position for encoder ; Main release
for testing ; Lab evaluation complete 13 Jan, 2004 at MEG,
Indianapolis, IN ; Use with WJP6 PC kit ; Rev List to follow now:
;*************************************************************************-
**** PROCESSOR 18F458 LIST P=18F458 INCLUDE P18F458.inc
;*************************************************************************-
**** ;MACROS RUNIN MACRO MOVFF CCPR1L,S_TEMP CLRF CCPR1L NOP NOP
NOP NOP BCF PORTC,00 BCF PORTC,01 BSF TRISC,00 ;RUN MOTOR (FLOAT
CONTROL PINS) BCF TRISC,01 NOP NOP NOP NOP MOVFF S_TEMP,CCPR1L
DCFSNZ BYTCNT,F ; GOTO STCH5 ;DONE, DO CHECKSUM NOW NEXFER INCF
FSR0L,F ;NEXT RAM ADDRESS INCF ADDR,F ;NEXT E2 ADDRESS GOTO XFER
STCHS MOVFF E2CS,EEDATA ; MOVLW E2CSL ;HARD ADDRESS OF CHECKSUM
MOVWF ADDR ; CALL WRIEE ; ;SEE IF WE SAVED OK BY CHECKING THE
CHECKSUM MOVLW E2CSL ;LOCATION MOVWF ADDR CALL READEE MOVF EEDATA,W
SUBWF E2CS,W ;E2CS - LOCATION 1D BTFSS STATUS,Z ; GOTO E2SPROB ;NOT
OK BCF SYNCMD,E2ERR ;SET AS NO CSUM ERROR GOTO RSP ;IS OK E2SPROB
BSF SYNCMD,E2ERR ;E2 HAD A CSUM ERROR ;EE DATA SAVED HERE NOW ;SYNC
POT AND ENCODER TOGETHER RSP MOVLW .25 MOVWF I_TEMP MSW1 CALL
WAIT10 DECFSZ I_TEMP,F GOTO MSW1 CALL HOMIT ;HOME IT TO THE POT NOW
GOTO INTDONE
;*************************************************************************-
**** END
[0060] While the invention has been illustrated and described in
detail in the drawings and foregoing description, the same is to be
considered as illustrated and not restrictive in character, it
being understood that only the preferred embodiment has been shown
and described and that all changes and modifications that come
within the spirit of the invention are desired to be protected.
* * * * *