Patent ID: 12251973

DETAILED DESCRIPTION

A tuned mass damper can be used to reduce unwanted vibration effects, such as wheel hop, which may be transmitted to a vehicle body. The tuned mass damper includes a damper mass coupled to a wheel assembly. The damper mass is smaller than the mass of a primary mass, such as the vehicle body, and oscillates to counter vibrations experienced by the wheel assembly. The oscillations of the damper mass result in a reduction of unwanted vibration effects.

The tuned mass damper systems, included as part of a vehicle suspension system, include a damper mass that is coupled to an unsprung mass of the vehicle, such as a suspension knuckle (e.g., a hub retainer or wheel support) or vehicle wheel assembly. The damper mass of the tuned mass damper system is shaped such that a frontal force applied to the vehicle body, such as a side overlap impact, is transferred from the vehicle body to the damper mass by one or more engagement portions. The damper mass receives the transmitted force on one or more curved surfaces such that the damper mass and the attached wheel assembly rotate away from a longitudinal axis of the vehicle body. Throughout this disclosure, the same or similar reference numbers refer to the same or similar components.

FIG.1is a schematic block diagram of a vehicle assembly100that includes a suspension system106. A sprung mass101is coupled to an unsprung mass103with the suspension system106. The sprung mass101may include a vehicle body, unibody, frame, and/or related components. The unsprung mass103may be a vehicle wheel assembly that includes, for example, a wheel, a tire, a wheel hub, a suspension knuckle, and friction braking components. The suspension system106includes a suspension component116that supports and/or regulates motion of the sprung mass101relative to the unsprung mass103. The suspension component116may be a shock absorber, a spring, or a strut and may be one component of the suspension system106of the vehicle assembly100.

The vehicle assembly100also includes a tuned mass damper system108(e.g., a vibration absorption system) coupled to the unsprung mass103. The tuned mass damper system108includes a damper mass110, a spring112, and a fluid-operated damper114. The tuned mass damper system108, or wheel hop damper, is a passive device that is configured to reduce vibration of an external portion to which it is mounted, such as the unsprung mass103. In the illustrated implementation shown inFIG.1, the tuned mass damper system108is connected to the unsprung mass103. The damper mass110moves with respect to and in response to movement of the unsprung mass103. Selection of dynamic properties of the spring112and the fluid-operated damper114can tune the movement of the damper mass110. The tuned movement of the damper mass110is regulated by the spring112and the fluid-operated damper114to counter vibration of the unsprung mass103. The spring112is connected to the damper mass110and the unsprung mass103to resist motion of the damper mass110away from a neutral position with respect to the unsprung mass103. The spring112also acts to bias the damper mass110toward the neutral position with respect to the unsprung mass103. The neutral position of the damper mass110is a rest position with respect to the unsprung mass103. The damper mass110will be located at the neutral position absent application of an external force to the unsprung mass103. The spring112supports the damper mass110so that the damper mass110can move in two directions with respect to the neutral position (e.g., positive and negative displacements with respect to an axis). The fluid-operated damper114is connected to the damper mass110and the unsprung mass103to resist movement of the damper mass110with respect to the unsprung mass103(e.g., by resisting movements toward and away from the neutral position).

With reference toFIGS.2A and2B, a portion of the vehicle assembly100is schematically illustrated. The vehicle assembly100may be a conventional road-traveling vehicle such as an automobile, SUV, truck, etc. that is supported by two or more wheel assemblies that each include a wheel and a tire. As an example, the vehicle assembly100may be a passenger vehicle. In another example, the vehicle assembly100may be a cargo vehicle. In yet another example, the vehicle assembly100may be any vehicle such as an airplane, etc. that includes a wheel assembly and for which reduced wheel hop is desired.

In the implementation shown inFIGS.2A and2B, the vehicle assembly100includes a vehicle body102, a wheel assembly104, a brake system105that includes a rotor130and a caliper132, the suspension system106, and the tuned mass damper system108. The vehicle body102includes components that are part of the sprung mass101of the vehicle assembly100. In various implementations, the vehicle body102may be a multi-part structure or a unibody structure. The vehicle body102includes, in some implementations, a frame, a subframe, a body, a monocoque, and/or other types of vehicle frame and body structures. Various support components such as frame rails, structural pillars, etc. that define internal structural aspects of the vehicle assembly100are also included as part of the vehicle body102. Additionally, external body panels or other external portions of the vehicle are part of the vehicle body102.

The wheel assembly104includes a wheel118, a tire120, and a wheel hub122and each of the wheel118, the tire120, and the wheel hub122are conventional components. The wheel118, in some implementations, is a steel or aluminum wheel that supports the tire120, which may be a pneumatic tire. The wheel hub122is an interface between non-rotating components of the suspension system106of the vehicle assembly100and rotating components, such as the wheel118and the tire120.

The suspension system106includes, in some implementations, the suspension component116, a suspension knuckle124(e.g., a hub retainer or wheel support), an upper control arm126, and a lower control arm128. The suspension knuckle124is located at least partially inside an internal space of the wheel118and serves as a support structure for components of the wheel assembly104and the brake system105. The suspension knuckle124is connected to the wheel hub122and supports the wheel118and the tire120to allow the wheel118and the tire120to rotate with respect to the suspension knuckle124. The suspension knuckle124is also connected to non-rotating components of the brake system105, such as the caliper132. Rotating components of the brake system105, such as the rotor130, are connected to the wheel hub122and/or the wheel118.

The upper control arm126and the lower control arm128connect the suspension knuckle124to the vehicle body102. The suspension knuckle124is movable relative to the vehicle body102, primarily in a generally vertical direction (e.g., generally perpendicular to the direction of travel of the vehicle). In one example, the upper control arm126and the lower control arm128are each connected to the vehicle body102and to the suspension knuckle124by pivot joints that allow rotation in one or more rotational degrees of freedom. The suspension component116is a suspension damper that is configured to regulate motion of the wheel assembly104with respect to the vehicle body102. In various implementations, the suspension component116is a shock, a strut, a spring, a linear actuator, or other active suspension component or passive suspension component.

The brake system105provides deceleration torque for decelerating the vehicle assembly100using friction brake components, such as the rotor130and the caliper132. The caliper132is configured to apply a braking force to the rotor130. In the implementation shown inFIG.2A, the caliper132is positioned at the top of the rotor130and above an axis of rotation R of the wheel118and the tire120. In the implementation shown inFIG.2B, the caliper132is positioned at the bottom of the rotor130and below the axis of rotation R of the wheel118and the tire120. The position of the caliper132corresponds to the open end of the damper mass110of the tuned mass damper system108. For example, the damper mass110may be positioned below the caliper132in the implementation shown inFIG.2A, and the damper mass110may be positioned above the caliper132in the implementation shown inFIG.2B. The position of the damper mass110is shown inFIGS.3and4.

The tuned mass damper system108is a passive suspension component that is part of the suspension system106of the vehicle assembly100. The tuned mass damper system108is configured to damp vibration of the wheel assembly104, such as, for example, reducing the occurrence of wheel hop. The tuned mass damper system108damps vibration of the wheel assembly104by regulating movement of the damper mass110. By damping vibration of the wheel assembly104, the tuned mass damper system108can reduce a transmission of vibration from the unsprung mass103to the sprung mass101of the vehicle assembly100.

FIG.3schematically illustrates a side view of the wheel assembly104. The suspension knuckle124connects the upper control arm126and the lower control arm128. The suspension knuckle124is also a support structure for the tuned mass damper system108and rotating and non-rotating components of the brake system105, including the caliper132and the rotor130.

In the illustrated implementation, the tuned mass damper system108includes the damper mass110, first spring112a, second spring112b, third spring112c, fourth spring112d, first fluid-operated damper114a, and second fluid-operated damper114b. The damper mass110has a first mass portion142, a second mass portion144, and a third mass portion146that connects the first mass portion142and the second mass portion144. The first mass portion142, the second mass portion144, and the third mass portion146are geometric features of the tuned mass damper system108that promote rotation of the damper mass110relative to a longitudinal axis of the vehicle when the vehicle is subjected to impact loads.

The first mass portion142includes a first bore143that extends generally vertically (e.g., perpendicular to the direction of travel of the vehicle) through the first mass portion142. The first fluid-operated damper114ais located within the first bore143. The first spring112aand the second spring112bare mounted coaxially with the first fluid-operated damper114a. The first spring112a, the second spring112band the first fluid-operated damper114aextend through the first bore143. The first spring112aextends from a first top mount133to an upper shoulder of the first bore143. The second spring112bextends from a lower shoulder of the first bore143to a first bottom mount135. The upper shoulder of the first bore143and the lower shoulder of the first bore143act as bearing surfaces for the first spring112aand the second spring112b, respectively. The first spring112aand the second spring112bsurround the first fluid-operated damper114aand are configured to bias the damper mass110(i.e., a moving mass) toward a neutral or rest position of the damper mass110with respect to the external portion (e.g., the suspension knuckle124or other component of the unsprung mass103) by acting against the bearing surfaces of the first shoulder and the second shoulder of the first bore143, the first top mount133, and the first bottom mount135. The neutral position is a rest position for the damper mass110with respect to the suspension knuckle124. The damper mass110will be located at the rest position absent application of an external force to the external portion (e.g., the suspension knuckle124). The first fluid-operated damper114ais configured to regulate motion of the damper mass110with respect to the external portion by movement of a fluid between first and second fluid chambers of the first fluid-operated damper114a. The first fluid-operated damper114a, the first spring112a, and the second spring112bdefine a first spring and fluid-operated damper assembly that extends at least partially through the first bore143in the first mass portion142of the damper mass110and is configured to regulate motion of the damper mass110with respect to an external portion, such as the suspension knuckle124.

Similarly, the second mass portion144includes a second bore145. The second bore145extends generally vertically through the second mass portion144. The second fluid-operated damper114bis located within the second bore145. The third spring112cand the fourth spring112dare mounted coaxially with the second fluid-operated damper114b. The third spring112c, the fourth spring112d, and the second fluid-operated damper114bextend through the second bore145. The third spring112cextends from a second top mount134to an upper shoulder of the second bore145. The fourth spring112dextends from a lower shoulder of the second bore145to a second bottom mount136. The upper shoulder of the second bore145and the lower shoulder of the second bore145act as bearing surfaces for the third spring112cand the fourth spring112d, respectively. The third spring112cand the fourth spring112dsurround the second fluid-operated damper114bare configured to bias the damper mass110toward the neutral position of the damper mass110relative to the externa structure by acting against the upper and lower bearing surfaces of the second bore145, the second top mount134and the second bottom mount136. The second fluid-operated damper114bis configured to regulate motion of the damper mass110with respect to the external portion by movement of a fluid between first and second fluid chambers of the second fluid-operated damper114b. The second fluid-operated damper114b, the third spring112c, and the fourth spring112ddefine a second spring and fluid-operated damper assembly that extends at least partially through the second bore145in the second mass portion144and is configured to regulate motion of the damper mass110with respect to an external portion, such as the suspension knuckle124.

The third mass portion146connects the first mass portion142and the second mass portion144such that the first mass portion142, the second mass portion144, and the third mass portion146form a compact, U-shaped configuration of the damper mass110that minimizes the stack of hardware components in the wheel assembly104. The third mass portion146forms a bottom of the U-shape with an open end opposite the third mass portion146. In various implementations the first mass portion142has a different shape and size than the second mass portion144, that is, the first mass portion142is larger and has a greater mass than the second mass portion144. In the implementation illustrated inFIG.3, the first mass portion142is disposed forward of the second mass portion144relative to a longitudinal axis A of the vehicle assembly100. As shown inFIG.3, the first mass portion142is positioned forward of the axis of rotation R of the rotating components of the wheel assembly104and the second mass portion144is positioned rearward of the axis of rotation R of the rotating components of the wheel assembly104. The third mass portion146is positioned below the axis of rotation R inFIG.3. In various implementations, the first mass portion142, the second mass portion144, and the third mass portion146are unitarily formed from a stiff and dense material, such as a metal, so that the damper mass110has a mass that is sufficient to counteract vibrations experienced by the wheel assembly104. While the implementation illustrated inFIG.3shows the damper mass110as having a U-shaped configuration, it is understood that the damper mass may be formed in other configurations that preserve the position of the first mass portion142and the second mass portion144on opposite sides of the axis of rotation R of the rotating components of the wheel assembly104(e.g., the first mass portion142positioned forward of the axis of rotation R and the second mass portion144positioned rearward of the axis of rotation R) to facilitate the motion of the first mass portion142relative to the second mass portion144in response to an applied force to the vehicle body102.

With continued reference toFIG.3, the wheel assembly104is disposed in a wheel opening defined in the vehicle body102. The vehicle body102includes a first vehicle body portion102alocated forward of the wheel assembly104relative to the forward direction of travel of the vehicle and a second vehicle body portion102blocated rearward of the wheel assembly104relative to the forward direction of travel of the vehicle. The first vehicle body portion102ais, in some implementations, a bumper or a forward portion of a wheel well. The first vehicle body portion102aincludes a first engagement portion150. The first engagement portion150is a geometric feature coupled to or extruded from the vehicle body102that extends from the vehicle body102such that a force applied to the vehicle body102causes the first engagement portion150to transfer the force applied to the vehicle body102to the first mass portion142of the damper mass110. As a result of the force transferred to the first mass portion142of the damper mass110, the tuned mass damper system108and the wheel assembly104rotate relative to the longitudinal axis of the vehicle body102. Prior to an impact event, the tuned mass damper system108is a non-rotated and non-rotating component of the vehicle assembly100(e.g., the tuned mass damper system108does not rotate relative to a longitudinal axis of the vehicle). The force applied to the vehicle body102may be a side offset impact force such that the force transferred to the first mass portion142of the damper mass110causes the wheel assembly104and the tuned mass damper system108to rotate outward (i.e., the front of the wheel assembly104rotates away from the longitudinal axis of the vehicle body102). The first engagement portion150is configured to induce rotation of the wheel assembly104and the tuned mass damper system108during an impact event by interaction with the damper mass110. Interaction includes the transfer of the force applied to the vehicle body102through intervening structures between the first engagement portion150and the damper mass110of the tuned mass damper system108(e.g., during deformation and/or breakage of the intervening structures). The intervening structures include components of the wheel assembly104such as the wheel118and the tire120.

The second vehicle body portion102bis located rearward of the wheel assembly104relative to a forward direction of travel of the vehicle and is, in some implementations, a rear portion of a wheel well enclosure of the vehicle body102. In some implementations, a second engagement portion152is coupled to the second vehicle body portion102b. The second engagement portion152is a geometric feature coupled to or extruded from the vehicle body102that extends from the vehicle body102such that the force applied to the vehicle body102causes the second engagement portion152to transfer the force applied to the vehicle body102to the second mass portion144of the damper mass110. The second engagement portion152is configured to induce rotation of the wheel assembly104and the tuned mass damper system108during the impact event by interaction with the damper mass110. Interaction includes the transfer of the force applied to the vehicle body102through intervening structures between the second engagement portion152and the damper mass110of the tuned mass damper system108(e.g., during deformation and/or breakage of the intervening structures). The intervening structures include components of the wheel assembly104such as the wheel118and the tire120. In various implementations, the first engagement portion150and the second engagement portion152are portions of the tuned mass damper system108that cooperatively or together induce outward rotation of the wheel assembly104and the tuned mass damper system108and cooperatively rotate the wheel assembly104from a first position (shown inFIG.5) to an outwardly rotated position (shown inFIG.6) upon a frontal force applied to the vehicle body102. The rotation of the tuned mass damper system108results in rotation of the damper mass110.

In the illustrated implementation, the caliper132is positioned relative to the damper mass110such that the third mass portion146of the damper mass110is diametrically opposite the caliper132relative to the axis of rotation R of the wheel assembly104. In various implementations, the caliper132is positioned relative to the damper mass110such that the third mass portion146of the damper mass110is generally opposite the caliper132in a radial direction and is positioned on an opposite side of the axis of rotation R of the wheel assembly104. As shown inFIG.4, the caliper132is in a first position that is an upward position relative to the suspension knuckle124and the caliper132is above the axis of rotation R of the wheel assembly104. The damper mass110is in a second position that is a downward position relative to the suspension knuckle124such that the third mass portion146of the damper mass110is opposite from the caliper132and below the axis of rotation R of the wheel assembly104, e.g., the damper mass110does not move relative to an external portion, such as the suspension knuckle124. In various implementations, as shown inFIG.4, the caliper132is positioned between the first top mount133and the second top mount134.

In various implementations, as illustrated inFIG.5, a wheel assembly204includes the caliper132and the damper mass110in positions opposite the positions of these components shown inFIG.4. In this implementation, the caliper132is positioned at a bottom position relative to the suspension knuckle124and below the axis of rotation R of the wheel assembly104. The third mass portion146of the damper mass110is positioned at a top position relative to the suspension knuckle124and above the axis of rotation R of the wheel assembly104. In the illustrated implementation inFIG.5, the damper mass110is positioned in an upside-down U-shape such that the third mass portion146is above the caliper132.

As shown inFIG.5, the damper mass110is oriented such that the second mass portion144is forward of the first mass portion142, that is, the second mass portion144is forward of the axis of rotation R of the wheel assembly104and the first mass portion142is rearward of the axis of rotation R of the wheel assembly104. In other configurations, the damper mass110is oriented as shown inFIG.4with the first mass portion142forward of the second mass portion144relative to the longitudinal axis A of the vehicle, that is, the first mass portion142is forward of the axis of rotation R of the wheel assembly104and the second mass portion144is rearward of the axis of rotation R of the wheel assembly while the third mass portion146is below the axis of rotation R of the wheel assembly. In the illustrated configuration, the first engagement portion150transfers an impact force to the wheel assembly204and through deformation and/or breakage of components of the wheel assembly204to the second mass portion144of the damper mass110. The second engagement portion152transfers the impact force to the wheel assembly204and the first mass portion142of the damper mass110. The first engagement portion150and the second engagement portion152cooperatively act to rotate the wheel assembly204away from the longitudinal axis of the vehicle assembly100, that is to rotate the wheel assembly204outward and away from the longitudinal axis of the vehicle assembly100.

With reference now toFIG.5, the wheel assembly104is shown in cross-section. The wheel assembly104includes the wheel118and the tire120, as well as a wheel hub (not shown) that acts as the interface between non-rotating components of the suspension system106of the vehicle assembly100and rotating components, such as the wheel118and the tire120. A rotor130is connected to the wheel118for rotation with the wheel118(e.g., the rotor rotates in unison with the wheel118).

The damper mass110includes the first mass portion142, the second mass portion144, and the third mass portion146. The third mass portion146extends between the first mass portion142and the second mass portion144and connects the first mass portion142and the second mass portion144.

The first mass portion142has a first curved surface162defined at a first end148of the damper mass110. The first curved surface162faces a first direction, which is a forward direction as illustrated inFIG.5, and the first direction is away from the second mass portion144. The first curved surface162also faces laterally inward relative to a lateral axis B of the vehicle body102. The first curved surface162extends vertically, that is, in a plane perpendicular to a lateral direction of the vehicle body102, from the open end of the damper mass110to the third mass portion146that forms the closed end, or bottom of the U-shaped configuration, of the damper mass110. This orientation of the first curved surface162of the first mass portion142induces rotation of the damper mass110and the wheel assembly104when the first curved surface162receives the force applied to the vehicle body102that is transferred through the first engagement portion150and the deformation and/or breakage of intervening components of the wheel assembly104. The first engagement portion150has a geometric configuration that is designed to interact, through the intervening components of the wheel assembly104, with the first curved surface162and rotate the first mass portion142laterally outward. The geometric configuration of the first engagement portion150is a configuration that directs the force applied to the vehicle body102to the area on the first curved surface162that induces lateral outward rotation of the first mass portion142of the damper mass110. The first curved surface162is configured to receive a force applied to the vehicle body102, such as during a small overlap impact where impact forces are concentrated on a front corner of the vehicle body102and rotate the connected wheel assembly104outward relative to the longitudinal axis A of the vehicle body102. The force from the impact event is transferred through the first engagement portion150and through the crushable components of the wheel assembly104to the damper mass110such that the transferred force is applied at an area on the first curved surface162to rotate the wheel assembly104and tuned mass damper system108in a first or outward direction away from a center of the vehicle body102. The force transferred to the damper mass110is applied at the first curved surface162of the first mass portion142and causes rotation between the first mass portion142and the second mass portion144, that is, the first mass portion142rotates relative to the second mass portion144.

The first mass portion142includes a first flat surface164that faces the rotor130. The first flat surface164is part of a side surface of the damper mass110and is generally planar with the third mass portion146. The outward facing side surface partially defined by the first flat surface164is generally planar and is adjacent to the rotor130.

The second mass portion144includes a second curved surface166defined at a second end149of the damper mass110. The second curved surface166faces a second direction and opposite direction from the first direction, which is a rearward direction as illustrated inFIG.5, and the second direction is generally away or an opposite direction from the first mass portion142. The second curved surface166also faces laterally outward relative to the lateral axis B of the vehicle body102. The second curved surface166extends vertically, that is, in a plane perpendicular to a lateral direction of the vehicle body102, from the open end of the damper mass110toward the third mass portion146that forms the closed end, or bottom of the U-shaped configuration, of the damper mass110. This orientation of the second curved surface166of the second mass portion144induces inward rotation of the damper mass110when the second mass portion144receives the force applied to the vehicle body102that is transferred through the second engagement portion152and the deformation and/or breakage of intervening components of the wheel assembly104. The second curved surface166is configured to receive the force applied to the vehicle body102, such as a force from a small overlap impact, and rotate the connected wheel assembly104laterally inward relative to the longitudinal axis A of the vehicle body102. The force from the impact event is transferred through the second engagement portion152and through the crushable components of the wheel assembly104to the damper mass110such that the transferred force is applied at an area on the second curved surface166to rotate the wheel assembly104and the tuned mass damper system108in a second or laterally inward direction toward a center of the vehicle body102. In various implementations, the force applied to the vehicle body102is transferred by the first engagement portion150through the deformable components of the wheel assembly104to the first curved surface162of the first mass portion142. The resultant translation and/or rotation of the wheel assembly104and the damper mass110results in interaction between the second engagement portion152and the second curved surface166of the second mass portion144through the deformable components of the wheel assembly104. The second mass portion144includes a second flat surface168positioned on an opposite side of the damper mass110away from the rotor130. In various implementations, the curved and flat surfaces of the first mass portion142and the second mass portion144are designed for packaging and force transfer considerations.

The third mass portion146has a width D in a lateral direction, that is, parallel to the lateral axis B of the vehicle body102, that is smaller than a width of the first mass portion142and a width of the second mass portion144such that the third mass portion146is thinner in the lateral direction than the first mass portion142and the second mass portion144. In various implementations, the width D of the third mass portion146is thinner than a minimum lateral dimension of the first mass portion142and a minimum lateral dimension of the second mass portion144. In some implementations, the width D of the third mass portion146is thinner than an adjacent portion of the first mass portion142where the first mass portion142meets the third mass portion146. In some implementations, the width D of the third mass portion146is thinner than an adjacent portion of the second mass portion144where the second mass portion144meets the third mass portion146. The width D is, in some embodiments, a minimum lateral dimension of the third mass portion146at a position that is equidistant between the first mass portion142and the second mass portion144. In various implementations, the third mass portion146has a cross-sectional area at a position between the first mass portion142and the second mass portion144that is smaller than other positions within the third mass portion146in a plane that extends perpendicular to the longitudinal axis of the vehicle body102.

The third mass portion146is designed to be a deformable and frangible component of the damper mass110such that, in the event of an impact, the damper mass110separates within the third mass portion146. In one example, the damper mass110is configured to separate by fracturing within the third mass portion146. The width D of the third mass portion146is designed to be at an area where a maximum concentration of stress resultant from the applied force results in separation of the first mass portion142from the second mass portion144such that there is relative motion between the first mass portion142and the second mass portion144. Stress on the damper mass110from the force applied to the vehicle body102may be present at different points on the damper mass110, such as, for example, the area of impact on the first curved surface162of the first mass portion142by the first engagement portion150. However, the position within the third mass portion146that has a minimum cross-sectional area as compared to other the cross-sectional area of adjacent areas of the third mass portion146is one area of high stress concentration that can result in separation of the first mass portion142from the second mass portion144by fracture at the minimum cross-sectional area of the third mass portion146such that the first mass portion142moves relative to the second mass portion144. The area of high stress concentration within the third mass portion146depends on the material selection and manufacturing process of the damper mass110. The selection of the material and manufacturing process of the damper mass110is controlled such that the motion of the first mass portion142relative to the second mass portion144is achieved via separation or fracture at the minimum cross-sectional area of the third mass portion146.

In various implementations, the first engagement portion150is a geometric change to the underlying structure of the vehicle body102. The first engagement portion150is coupled to or formed integrally with the vehicle body102. The first engagement portion150can have any shape, such as a hammer, wedge, or other protrusion configured to transfer an impact force applied to the vehicle body102to the wheel assembly104and the damper mass110of the tuned mass damper system108. The first engagement portion150is positioned forward of the wheel assembly104. The first engagement portion150may be positioned inward of a vehicle bumper or inside a wheel well enclosure such that the first engagement portion150is not visible from a position exterior of the vehicle body102. The first engagement portion150is positioned such that the force applied to the vehicle body102is transferred to the area on the first curved surface162of the first mass portion142to induce outward rotation of the damper mass110and the attached wheel assembly104.

Similarly, the second engagement portion152is a geometric change to the underlying structure of the vehicle body102. The second engagement portion152is coupled to or integrally formed with the vehicle body102. The second engagement portion152protrudes from the underlying structure of the vehicle body102toward the second mass portion144of the damper mass110and is positioned such that the force applied to the vehicle body102is transferred to the area on the second curved surface166to induce inward rotation of the damper mass110and the attached wheel assembly104. The second engagement portion152is positioned rearward of the wheel assembly104and tuned mass damper system108and may be inside the wheel well enclosure such that the second engagement portion152is not visible from a position exterior of the vehicle body102.

The damper mass110is a generally rigid, noncrushable component, in contrast to the other components of the wheel assembly104(e.g., the wheel118, tire120) that crush or deform in response to the force applied to the vehicle body102.FIG.6illustrates the reaction of the wheel assembly104and the tuned mass damper system108in response to an impact force F, such as a small overlap impact, applied to a front corner of the vehicle body102. The force F is transferred from the first engagement portion150to the crushable components of the wheel assembly104(e.g., the wheel118and the tire120). The force is applied at the area on the first curved surface162of the first mass portion142to rotate the wheel assembly104and tuned mass damper system108in a generally outward direction relative to the longitudinal axis A of the vehicle body102. The impact force F also translates the wheel assembly104rearward such that the second engagement portion152contacts the crushable components of the wheel assembly104. The force from the second engagement portion152is transferred through the crushable components and is applied at the area on the second curved surface166to further induce rotation of the wheel assembly104and tuned mass damper system108such that the second end149of the damper mass110rotates inward and toward the longitudinal axis A of the vehicle body102. The second engagement portion152may function as a reaction surface for the impact force F applied to the vehicle body102such that the interaction between the second engagement portion152and the second mass portion144of the damper mass110rotates the wheel assembly104away from the longitudinal axis A of the vehicle body102.

The third mass portion146includes a portion of stress concentration C that is positioned anywhere within the third mass portion146. The portion of stress concentration C is generally where the lateral width D of the third mass portion146(shown inFIG.5) is a minimum width such that a fracture of the damper mass110due to the impact force F is likely to occur within the portion of stress concentration C of the third mass portion146. The portion of stress concentration C is the highest area of stress concentration between part of the first mass portion142and the second mass portion144. The damper mass110may include multiple areas of stress concentration, but separation of the first mass portion142from the second mass portion144due to fracture of the third mass portion146is most likely to occur at the portion of stress concentration C.

As described above, one aspect of the present technology is suspension control, which may, in some implementations, include the gathering and use of data available from various sources to customize operation based on user preferences. As an example, such data may identify the user and include user-specific settings or preferences. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter ID's, home addresses, data or records relating to a user's health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information.

The present disclosure recognizes that the use of such personal information data, in the present technology, can be used to the benefit of users. For example, a user profile may be established that stores user preferences for user comfort levels with regard to, for example suspension system stiffness. Accordingly, use of such personal information data enhances the user's experience.

The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users, and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country.

Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the case of storing a user profile for identifying user comfort levels and preferences, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In another example, users can select not to provide data regarding usage of specific applications. In yet another example, users can select to limit the length of time that application usage data is maintained or entirely prohibit the development of an application usage profile. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app.

Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user's privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods.

Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can also be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, suspension control can be performed using non-personal information data or a bare minimum amount of personal information, other non-personal information available to the devices, or publicly available information.