PATENT DOCUMENT

Publication Number: US-12168375-B1
Application Number: US-202418405624-A
Country: US
Kind Code: B1

Title: Motion control system

Abstract:
A motion control system includes an absorber fixed relative to an axis, a spring fixed relative to the axis, and a mass coupled to the absorber and the spring and configured to move relative to the axis. The spring is configured to bias the mass toward a neutral position and with the absorber configured to dampen movement of the mass. The mass includes an internal surface and an external surface spaced from the internal surface. The external surface extends between a first end and a second end, with the first end closer to the axis than the second end. At least a portion of the external surface tapers away from the axis and toward the internal surface further from the first end to direct debris away from the axis.

Claims:
What is claimed is: 
     
       1. A vehicle, comprising:
 a hub retainer configured to rotatably support a wheel along an axis; 
 a brake configured to decelerate rotation of the wheel, the brake comprising:
 a rotor configured to rotate about the axis, with the rotor configured to be mounted to the wheel, and 
 a caliper mounted to the hub retainer and configured to selectively contact the rotor and induce friction therebetween to decelerate the rotation of the rotor and the wheel; and 
 
 a damper mass configured to move relative to the hub retainer to counteract vibrations produced by movement of the wheel against a travel surface, with the damper mass comprising:
 an external surface configured to face toward the rotor with at least a portion of the external surface tapered to direct debris away from the axis and out from between the damper mass and the rotor; 
 a first leg and a second leg disposed on opposing sides of the axis; and 
 a body extending between the first leg and the second leg, with the first leg, the second leg, and the body defining a channel through which the axis extends, 
 
 
       wherein the caliper of the brake is positioned above the axis and the channel of the damper mass, with the channel configured to permit movement of the damper mass relative to the caliper. 
     
     
       2. The vehicle of  claim 1 , wherein the external surface extends between a first end and a second end, with the first end closer to the axis than the second end. 
     
     
       3. The vehicle of  claim 2 , wherein at least a portion of the external surface tapers away from the axis and the rotor further from the first end to direct the debris away from the axis and out from between the damper mass and the rotor. 
     
     
       4. The vehicle of  claim 3 , wherein the first end of the damper mass is disposed above the second end of the damper mass, with the tapering of the external surface configured to direct the debris down and away from the axis. 
     
     
       5. The vehicle of  claim 4 , wherein the first end of the damper mass is disposed above the axis and the second end of the damper mass is disposed below the axis, with the tapering of the external surface extending across the axis. 
     
     
       6. The vehicle of  claim 3 , wherein the rotor has a contact surface that is substantially planar and faces the external surface of the damper mass, with the contact surface positioned substantially orthogonal to the axis. 
     
     
       7. The vehicle of  claim 6 , wherein the external surface of the damper mass and the contact surface of the rotor define a gap therebetween that increases toward the second end. 
     
     
       8. The vehicle of  claim 7 , wherein the gap between the external surface and the contact surface is at least 5 millimeters. 
     
     
       9. The vehicle of  claim 3 , further comprising a ramp surface projecting outwardly from the external surface and extending between the first end and the second end, with the ramp surface configured to contact debris moving along the external surface and direct the debris off the external surface. 
     
     
       10. The vehicle of  claim 9 , wherein the damper mass includes a fore end and an aft end, with the ramp surface tapered from the first end and the fore end toward the second end and the aft end. 
     
     
       11. The vehicle of  claim 10 , wherein the ramp surface is entirely disposed between the fore end and the axis. 
     
     
       12. The vehicle of  claim 1 , wherein the damper mass is configured to move along a mass axis transverse to the axis. 
     
     
       13. A mass damper system for use with a wheel of a vehicle, the mass damper system comprising:
 a damper fixed relative to an axis about which the wheel is configured to rotate; 
 a spring fixed relative to the axis; and 
 a damper mass coupled to the damper and the spring and configured to move relative to the axis to counteract vibrations produced by movement of the wheel, with the spring configured to bias the damper mass toward a neutral position and with the damper configured to dampen movement of the damper mass, the damper mass comprising:
 an internal surface configured to face away from the wheel, and 
 an external surface spaced from the internal surface and configured to face toward the wheel, 
 wherein the external surface extends between a first end and a second end, with the first end closer to the axis than the second end, and 
 wherein at least a portion of the external surface tapers away from the axis and toward the internal surface further from the first end to direct debris away from the axis. 
 
 
     
     
       14. The mass damper system of  claim 13 , wherein the first end of the damper mass is disposed above the second end of the damper mass, with the tapering of the external surface configured to direct the debris down and away from the axis. 
     
     
       15. The mass damper system of  claim 14 , wherein the first end of the damper mass is disposed above the axis and the second end of the damper mass is disposed below the axis, with the tapering of the external surface extending across the axis. 
     
     
       16. The mass damper system of  claim 13 , wherein the spring is configured to bias the damper mass along a mass axis transverse to the axis and the damper is configured to dampen the damper mass along the mass axis, with the damper mass is configured to move along the mass axis. 
     
     
       17. A mass damper system for use with a wheel of a vehicle, the mass damper system comprising:
 a damper fixed relative to an axis about which the wheel is configured to rotate; 
 a spring fixed relative to the axis; and 
 a damper mass coupled to the damper and the spring and configured to move relative to the axis to counteract vibrations produced by movement of the wheel, with the spring configured to bias the damper mass toward a neutral position and with the damper configured to dampen movement of the damper mass, the damper mass comprising:
 an external surface configured to face toward the wheel and extend between a first end and a second end, with the first end closer to the axis than the second end, and 
 a ramp surface projecting outwardly from the external surface and extending between the first end and the second end, with the ramp surface configured to contact debris moving along the external surface and direct the debris off the external surface. 
 
 
     
     
       18. The mass damper system of  claim 17 , wherein the damper mass includes a fore end and an aft end, with the ramp surface tapered from the first end and the fore end toward the second end and the aft end. 
     
     
       19. The mass damper system of  claim 18 , wherein the ramp surface is entirely disposed between the fore end and the axis. 
     
     
       20. The mass damper system of  claim 18 , wherein the ramp surface is a first ramp surface, the mass damper system further comprising a second ramp surface projecting outwardly from the external surface and extending between the first end and the second end, with the second ramp surface tapered from the first end and the fore end toward the second end and the aft end and entirely disposed between the aft end and the axis.

Description:
CROSS-REFERENCE TO RELATED APPLICATION(S) 
     This application claims priority to and the benefit of U.S. Provisional Patent Application No. 63/481,620, filed Jan. 26, 2023, the entire disclosure of which is hereby incorporated by reference herein for all purposes. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to the field of motion control systems. 
     BACKGROUND 
     A motion control system may be coupled between two structures. As an example, a motion control system may be configured to counteract relative movement of the two structures to reduce the transmission of vibration between the two structures. 
     SUMMARY 
     One aspect of the disclosure is a vehicle including a hub retainer configured to rotatably support a wheel along an axis and a brake configured to decelerate rotation of the wheel. The brake includes a rotor configured to rotate about the axis, with the rotor configured to be mounted to the wheel and a caliper mounted to the hub retainer and configured to selectively contact the rotor and induce friction therebetween to decelerate the rotation of the rotor and the wheel. The vehicle includes a damper mass configured to move relative to the hub retainer to counteract vibrations produced by movement of the wheel against a travel surface. The damper mass includes an external surface configured to face toward the rotor with at least a portion of the external surface tapered to direct debris away from the axis and out from between the damper mass and the rotor, a first leg and a second leg disposed on opposing sides of the axis, and a body extending between the first leg and the second leg, with the first leg, the second leg, and the body defining a channel through which the axis extends. The caliper of the brake is positioned above the axis and the channel of the damper mass, with the channel configured to permit movement of the damper mass relative to the caliper. 
     In some implementations of the vehicle, the external surface extends between a first end and a second end, with the first end closer to the axis than the second end. 
     In some implementations of the vehicle, at least a portion of the external surface tapers away from the axis and the rotor further from the first end to direct the debris away from the axis and out from between the damper mass and the rotor. 
     In some implementations of the vehicle, the first end of the damper mass is disposed above the second end of the damper mass, with the tapering of the external surface configured to direct the debris down and away from the axis. 
     In some implementations of the vehicle, the first end of the damper mass is disposed above the axis and the second end of the damper mass is disposed below the axis, with the tapering of the external surface extending across the axis. 
     In some implementations of the vehicle, the rotor has a contact surface that is substantially planar and faces the external surface of the damper mass, with the contact surface positioned substantially orthogonal to the axis. 
     In some implementations of the vehicle, the external surface of the damper mass and the contact surface of the rotor define a gap therebetween that increases toward the second end. 
     In some implementations of the vehicle, the gap between the external surface and the contact surface is at least 5 millimeters. 
     In some implementations of the vehicle, the vehicle further comprises a ramp surface projecting outwardly from the external surface and extending between the first end and the second end, with the ramp surface configured to contact debris moving along the external surface and direct the debris off the external surface. 
     In some implementations of the vehicle, the damper mass includes a fore end and an aft end, with the ramp surface tapered from the first end and the fore end toward the second end and the aft end. 
     In some implementations of the vehicle, the ramp surface is entirely disposed between the fore end and the axis. 
     In some implementations of the vehicle, the damper mass is configured to move along a mass axis transverse to the axis. 
     Another aspect of the disclosure is a mass damper system for use with a wheel of a vehicle. The mass damper system includes a damper fixed relative to an axis about which the wheel is configured to rotate, a spring fixed relative to the axis, and a damper mass coupled to the damper and the spring and configured to move relative to the axis to counteract vibrations produced by movement of the wheel. The spring is configured to bias the damper mass toward a neutral position and with the damper configured to dampen movement of the damper mass. The damper mass includes an internal surface configured to face away from the wheel and an external surface spaced from the internal surface and configured to face toward the wheel. The external surface extends between a first end and a second end, with the first end closer to the axis than the second end. At least a portion of the external surface tapers away from the axis and toward the internal surface further from the first end to direct debris away from the axis. 
     In some implementations of the mass damper system, the first end of the damper mass is disposed above the second end of the damper mass, with the tapering of the external surface configured to direct the debris down and away from the axis. 
     In some implementations of the mass damper system, the first end of the damper mass is disposed above the axis and the second end of the damper mass is disposed below the axis, with the tapering of the external surface extending across the axis. 
     In some implementations of the mass damper system, the spring is configured to bias the damper mass along a mass axis transverse to the axis and the damper is configured to dampen the damper mass along the mass axis, with the damper mass configured to move along the mass axis. 
     Another aspect of the disclosure is a mass damper system for use with a wheel of a vehicle. The mass damper system includes a damper fixed relative to an axis about which the wheel is configured to rotate, a spring fixed relative to the axis, and a damper mass coupled to the damper and the spring and configured to move relative to the axis to counteract vibrations produced by movement of the wheel, with the spring configured to bias the damper mass toward a neutral position and with the damper configured to dampen movement of the damper mass. The damper mass includes an external surface configured to face toward the wheel and extend between a first end and a second end, with the first end closer to the axis than the second end. The damper mass also includes a ramp surface projecting outwardly from the external surface and extending between the first end and the second end, with the ramp surface configured to contact debris moving along the external surface and direct the debris off the external surface. 
     In some implementations of the mass damper system, the damper mass includes a fore end and an aft end, with the ramp surface tapered from the first end and the fore end toward the second end and the aft end. 
     In some implementations of the mass damper system, the ramp surface is entirely disposed between the fore end and the axis. 
     In some implementations of the mass damper system, the ramp surface is a first ramp surface, the mass damper system further comprising a second ramp surface projecting outwardly from the external surface and extending between the first end and the second end, with the second ramp surface tapered from the first end and the fore end toward the second end and the aft end and entirely disposed between the aft end and the axis. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a schematic top view illustration of a vehicle comprising mass damper systems. 
         FIG.  2    is a schematic front view illustration of an example implementation of the mass damper system. 
         FIG.  3    is a schematic side view illustration of an example implementation of the mass damper system. 
         FIG.  4    is a schematic top view illustration of an example implementation of the mass damper system. 
     
    
    
     DETAILED DESCRIPTION 
     This disclosure is directed to a mass damper system of a vehicle. 
     A mass damper system can be used to reduce unwanted vibration effects, such as wheel hop, which may be transmitted to a body of a vehicle. The mass damper system includes a damper mass coupled to a wheel and supported by a spring and a damper. The damper mass is smaller than the mass of a primary mass, such as the body, and oscillates to counter vibrations experienced by the wheel. The oscillations of the damper mass result in a reduction of unwanted vibration effects. 
     The mass damper system described herein is positioned adjacent to a rotor of a brake that decelerates the wheel and the vehicle. The damper mass has an external surface that faces the rotor and is spaced from the rotor. The spacing between the damper mass and the rotor could allow debris (such as stones, pieces of concrete, etc.) to enter therebetween. To prevent the debris from wedging between the damper mass and the rotor and consequently inhibiting operation of or damaging the damper mass and/or the rotor, the external surface is tapered relative to the rotor. The tapering promotes expulsion of the debris out from the spacing between the damper mass and the rotor. 
       FIG.  1    is a schematic top view illustration of a vehicle  100 . The vehicle  100  includes a body  102 . The body  102  may define a passenger compartment for carrying passengers. The body  102  may be constructed of one or more components, including (but not limited to) a frame, a subframe, a unibody, a monocoque, exterior body panels, interior body panels, and movable panels (e.g., doors, tailgate, hood, trunk lid, etc.). The vehicle  100  will be described with reference to a longitudinal direction X (e.g., fore-aft), a lateral direction Y (e.g., side to side), and an elevational direction Z (e.g., up-down). The vehicle  100  may be a road-going vehicle that is able to travel freely upon roadways and other surfaces. The vehicle  100  includes wheels  104  that are coupled to and support the body  102 . Although four of the wheels  104  are shown, the vehicle  100  may utilize any number of wheels. 
     The vehicle  100  includes a suspension assembly  106  disposed at the wheel  104  (e.g., four of the suspension assemblies  106  individually disposed at the four wheels  104 ). The suspension assembly  106  controls vertical motion of the wheel  104  relative to the body  102 , for example, to ensure contact between the wheel  104  and a surface of the roadway and to limit the influence of roadway conditions on undesirable movements of the body  102 . The suspension assembly  106  may be an active suspension assembly that includes a suspension actuator that provides positive and negative displacement of the wheel  104  relative to the body  102 . More specifically, the suspension actuator may move the wheel  104  up and down relative to the body  102 . Alternatively, the suspension assembly  106  may be a passive suspension assembly that includes a spring for biasing the body  102  relative to the wheel  104  and a shock absorber for damping movement of the body  102  relative to the wheel  104 . 
     The suspension assembly  106  includes a hub retainer  108  configured to rotatably support the wheel  104 .  FIG.  2    is a schematic front view illustration of one of the suspension assemblies  106 , showing the hub retainer  108  extending substantially in the elevational direction Z. The suspension assembly  106  includes a hub  210  that is rotatably coupled to the hub retainer  108  through a bearing. The wheel  104  is mounted to the hub  210 , with the hub  210  allowing rotation of the wheel  104  along the surface of the roadway. The wheel  104  is configured to rotate about an axis A (e.g., four axes A individually disposed at the four wheels  104 ). The suspension assembly  106  further includes a first control arm  212  and a second control arm  214 . The first control arm  212  and the second control arm  214  are spaced from one another and extend between the body  102  and the hub retainer  108 . The first control arm  212  and the second control arm  214  are rotatably coupled to the body  102  and the hub retainer  108 . More specifically, the first control arm  212  is rotatably coupled to a lower portion of the hub retainer  108  and the second control arm  214  is rotatably coupled to an upper portion of the hub retainer  108 , with the hub  210  positioned between the lower portion and the upper portion of the hub retainer  108 . The articulation between the control arm and the body  102  and between the control arm and the hub retainer  108  allows generally vertical motion of the hub retainer  108  and the wheel  104 . 
     The use of the first control arm  212  and the second control arm  214  as shown in  FIG.  2    is commonly referred to as a double wishbone suspension. In other implementations, only one control arm is coupled to the hub retainer  108  (such as a MacPherson strut suspension). It is to be appreciated that any number of control arms may be utilized. Moreover, the control arm(s) may be disposed in any suitable position relative to the body  102 , the hub retainer  108 , and/or one another. 
     As shown in  FIG.  1   , the vehicle  100  includes a brake  116  configured to decelerate the rotation of the wheel  104  (e.g., four of the brakes  116  individually disposed at the four wheels  104 ). The brake  116  includes a rotor  218  configured to rotate about the axis A, as shown in  FIG.  2   . The rotor  218  is configured to be mounted to the wheel  104 . More specifically, the rotor  218  is disposed between and in engagement with the hub  210  and the wheel  104 . The hub  210  may include lugs that extend through and engage the rotor  218  and the wheel  104  to rotatably fix the hub  210 , the rotor  218 , and the wheel  104  about the axis A. The brake  116  includes a caliper  220  mounted to the hub retainer  108  and configured to selectively contact the rotor  218  and induce friction therebetween for decelerating the rotation of the rotor  218  and the wheel  104 . More specifically, the caliper  220  may include a pair of pads  222  disposed on opposing sides of the rotor  218  and at least one piston configured to selectively move the pads  222  toward one another and into engagement with the rotor  218 . Since the caliper  220  is mounted to the hub retainer  108 , the caliper  220  does not rotate about the axis A. Therefore, engagement of the pads  222  with the rotor  218  induces friction that decelerates the rotation of the rotor  218 , the hub  210 , and the wheel  104  about the axis A. Although in this example the caliper  220  and the rotor  218  utilize friction to decelerate rotation of the rotor  218  and the wheel  104 , the caliper  220  and the rotor  218  may utilize other forces to decelerate the rotation of the wheel  104 , such as magnetism between the caliper  220  and the rotor  218 . It is to be appreciated that the brake  116  may utilize any suitable system for decelerating the rotation of the wheel  104 . 
     As shown in  FIG.  1   , the vehicle  100  includes a mass damper system  124  for use with the wheel  104  (e.g., four of the mass damper systems  124  individually disposed at the four wheels  104 ). The mass damper system  124  is mounted to the hub retainer  108 . In one example, the mass damper system  124  is disposed within the wheel  104  (i.e., positioned along the axis A such that the mass damper system  124  is encircled by the wheel  104 ). However, the mass damper system  124  may be positioned anywhere with respect to the wheel  104 . As shown in  FIG.  2   , the mass damper system  124  includes a damper  226  fixed relative to the axis A about which the wheel  104  rotates, a spring  228  fixed relative to the axis A, and a damper mass  230  coupled to the damper  226  and the spring  228  and configured to move relative to the axis A for counteracting vibrations produced by movement of the wheel  104 . More specifically, the damper mass  230  is configured to move relative to the hub retainer  108  for counteracting vibrations produced by movement of the wheel  104  against a travel surface. The damper mass  230  is configured to move along a mass axis M transverse to the axis A, with the spring  228  biasing and the damper  226  damping movement of the damper mass  230  along the mass axis M. More specifically, the mass axis M extends in a generally vertical direction that corresponds with movement of the wheel  104  with the suspension assembly  106  as the wheel  104  moves in response to the travel surface. However, the mass axis M may be disposed in any suitable orientation relative to the axis A. 
     The mass damper system  124  is a passive device that is configured to reduce vibration of an external structure to which it is mounted, such as the body  102  of the vehicle  100 . The damper mass  230  moves with respect to and in response to movement of the wheel  104  and the hub retainer  108 . The spring  228  is configured to bias the damper mass  230  toward a neutral position. The damper  226  is configured to dampen movement of the damper mass  230 . Selection of dynamic properties of the spring  228  and the damper  226  can tune movement of the damper mass  230 . The tuned movement of the damper mass  230  is regulated by the spring  228  and the damper  226  to counter vibration of the wheel  104  and the hub retainer  108 . The spring  228  resists motion of the damper mass  230  away from the neutral position with respect to the hub retainer  108 . The spring  228  also acts to bias the damper mass  230  toward the neutral position with respect to the hub retainer  108 . The neutral position of the damper mass  230  is a rest position with respect to the hub retainer  108 . The damper mass  230  will be located at the neutral position absent application of an external force to the hub retainer  108 . The spring  228  supports the damper mass  230  so that the damper mass  230  can move in two directions with respect to the neutral position (e.g., positive and negative displacements with respect to the mass axis M). The damper  226  is connected to the damper mass  230  and the hub retainer  108  to resist movement of the damper mass  230  with respect to the hub retainer  108  (e.g., by resisting movements toward and away from the neutral position). As such, the mass damper system  124  is configured to damp vibration of the wheel  104  and the hub retainer  108 , such as, for example, reducing the occurrence of wheel hop. The mass damper system  124  damps vibration of the wheel  104  and the hub retainer  108  by regulating movement of the damper mass  230 . By damping vibration of the wheel  104  and the hub retainer  108 , the mass damper system  124  can reduce a transmission of vibration from the wheel  104  and the hub retainer  108  to the body  102  of the vehicle  100 . 
     The mass damper system  124  may comprise multiple springs  228  and multiple dampers  226 . In the example shown in the Figures, the mass damper system  124  includes two springs  228  and two dampers  226 . The dampers  226  are spaced from one another in the longitudinal direction X of the vehicle  100  and are disposed on opposing sides of the axis A. The dampers  226  extend longitudinally parallel to one another and the mass axis M. Two of the springs  228  are disposed adjacent to one of the dampers  226  and the other two of the springs  228  are disposed adjacent to the other one of the dampers  226 . Furthermore, two of the springs  228  extend upwardly from a first side  232  of the damper mass  230  and the other two of the springs  228  extend downwardly from a second side  234  of the damper mass  230 , opposite the first side  232 . 
     Movement of the damper mass  230  along the mass axis M results in deflection of the springs  228 . More specifically, movement of the damper mass  230  upwards along the mass axis M results in compression of the springs  228  disposed along the first side  232  of the damper mass  230  and extension of the springs  228  disposed along the second side  234  of the damper mass  230 . Movement of the damper mass  230  downwards along the mass axis M results in compression of the springs  228  disposed along the second side  234  of the damper mass  230  and extension of the springs  228  disposed along the first side  232  of the damper mass  230 . The springs  228  on the first side  232  of the damper mass  230  and the springs  228  on the second side  234  of the damper mass  230  exert opposing biases on the damper mass  230 . Equalization of the opposing biases occurs when the damper mass  230  is disposed in a neutral position. The disposition of the springs  228  on the first side  232  of the damper mass  230  opposite the springs  228  on the second side  234  of the damper mass  230  allows the damper mass  230  to oscillate along the mass axis M. It is to be appreciated that any number of springs  228  may be utilized to bias the damper mass  230 . Furthermore, while the springs  228  are shown in the Figures as a coil spring, any suitable configuration may be utilized, such as a torsion spring, deflection spring, etc. Moreover, the damper mass  230  may be biased by any component suitable for exerting a bias, such as a fluid bladder, an electromagnet, etc. 
     The damper mass  230  is configured to move relative to the hub retainer  108  and the dampers  226  are configured to dampen movement of the damper mass  230  relative to the hub retainer  108 . Each of the dampers  226  comprise a body section  236  and a displacement section  238 . The body section  236  is coupled to the hub retainer  108 . More specifically, the body section  236  is substantially fixed relative to the hub retainer  108  such that the body section  236  of the damper  226  and the hub retainer  108  generally move in unison. The body section  236  extends to a pair of ends disposed on opposite sides of the damper mass  230 , with the pair of ends fixed to a pair of mounts on the hub retainer  108 . The mass damper system  124  may comprise a bushing, isolator, etc., disposed between the damper  226  and the hub retainer  108  to provide a compliance fit that allows for positional variations between the mass damper system  124  and the hub retainer  108  (e.g., variations in thermal expansion, variations in production tolerances, etc.). 
     The displacement section  238  of the damper  226  is coupled to the damper mass  230  and configured to move with the damper mass  230  relative to the body section  236 . More specifically, the displacement section  238  of the damper  226  is fixed relative to the damper mass  230  such that the displacement section  238  and the damper mass  230  move in unison. The displacement section  238  and the damper mass  230  may be fixed relative to one another by any suitable manner, such as press fit engagement, mechanical fastening, welding, chemical bonding, etc. The damping between the body section  236  and the displacement section  238  may be performed in any suitable manner, such as movement of a fluid through an opening, the attraction and/or repulsion from a magnetic field, etc. 
     The mass damper system  124  is disposed generally between the hub retainer  108  and the rotor  218  of the brake  116  along the axis A. More specifically, the damper mass  230  includes an internal surface  240  configured to face away from the wheel  104  and toward the hub retainer  108 . The damper mass  230  further includes an external surface  242  spaced from the internal surface  240  and configured to face toward the wheel  104  and the rotor  218 .  FIG.  3    is a schematic side view illustration of the mass damper system  124 , showing the damper mass  230  including a first leg  344  and a second leg  346  disposed on opposing sides of the axis A, and a body  348  extending between the first leg  344  and the second leg  346 , with the first leg  344 , the second leg  346 , and the body  348  defining a channel  350  through which the axis A extends. More specifically, the hub  210  extends from the hub retainer  108  and through the channel  350  of the damper  226  to engage the rotor  218  and the wheel  104 . The body  348  of the damper mass  230  is disposed below the hub  210  with the channel  350  opening upwardly along the mass axis M. The body  348  is spaced from the hub  210  such that the damper mass  230  may move generally up and down along the mass axis M without contacting the hub  210 . More specifically, the hub  210  moves within the channel  350  spaced from the damper  226  as the damper  226  moves along the mass axis M. 
     The caliper  220  of the brake  116  is positioned above the axis A and the channel  350  of the damper mass  230 . More specifically, the caliper  220  is generally aligned with the mass axis M above the hub  210  such that the damper mass  230  moves along the mass axis M toward and away from the caliper  220 . The channel  350  is configured to permit movement of the damper mass  230  relative to the caliper  220 . More specifically, although the damper mass  230  may move toward the caliper  220 , the channel  350  provides spacing that prevents contact between the caliper  220  and the damper mass  230 . By positioning the caliper  220  above the channel  350 , the hub retainer  108 , the mass damper system  124 , and the brake  116  may be positioned closer to one another along the axis A, which improves the packaging of the components and reduces the length of the hub  210 . Reducing the length of the hub  210  moves the wheel  104  closer to the hub retainer  108  and thereby reduces a moment exerted on the hub  210  about the hub retainer  108  from the tangential load exerted from the weight of the vehicle  100  on the wheel  104 . 
       FIG.  4    is a schematic top view illustration of the mass damper system  124 , showing the damper mass  230  and the rotor  218  are disposed adjacent to one another along the axis A. The rotor  218  has a contact surface  252  that is substantially planar and faces the external surface  242  of the damper mass  230 , with the contact surface  252  positioned substantially orthogonal to the axis A. As shown in  FIG.  2   , the external surface  242  of the damper mass  230  and the contact surface  252  of the rotor  218  define a gap G therebetween. The gap G prevents contact between the damper mass  230  and the rotor  218 , which would inhibit the damper mass  230  from moving along the mass axis M. In the example shown in  FIGS.  2  and  4   , the gap G is void of any other components (i.e., there are no components between the damper mass  230  and the rotor  218 ). The gap G between the damper mass  230  and the rotor  218  may allow debris to enter therebetween. If the external surface  242  of the damper mass  230  were to be planar and parallel to the contact surface  252  of the rotor  218  (i.e., consistent spacing of the gap G), debris that is sized substantially equal to the gap G may become wedged between the damper mass  230  and rotor  218 . The debris may then inhibit motion of the damper mass  230  along the mass axis M. Furthermore, the debris may rub against the rotor  218  as the rotor  218  rotates about the axis A causing damage to the rotor  218  and/or the damper mass  230 . 
     Accordingly, at least a portion of the external surface  242  is tapered to direct debris away from the axis A and out from between the damper mass  230  and the rotor  218 . More specifically, the external surface  242  extends between a first end  256  and a second end  258 , with the first end  256  closer to the axis A than the second end  258 . As such, the gap G between the external surface  242  of the damper mass  230  and the contact surface  252  of the rotor  218  increases toward the second end  258 . In the example shown in  FIG.  2   , the first end  256  of the damper mass  230  is disposed above the second end  258  of the damper mass  230 . At least a portion of the external surface  242  tapers away from the axis A and the rotor  218  (and toward the internal surface  240  of the damper mass  230 ) further from the first end  256  to direct debris away from the axis A and out from between the damper mass  230  and the rotor  218 . As such, the gap G between the external surface  242  and the rotor  218  becomes greater toward the second end  258 , which is below the first end  256 . The force exerted on the debris due to gravity acts in the same direction as the increase in the gap G between the external surface  242  of the damper mass  230  and the rotor  218 , which further promotes expulsion of the debris from between the damper mass  230  and the rotor  218 . Furthermore, the gap G between the external surface  242  and the rotor  218  becomes greater further from the axis A, which promotes expelling debris away from the axis A rather than toward the axis A where the rotational velocity of the debris would decrease and become prone to wedging. 
     In the example shown in  FIG.  3   , the first leg  344  and the second leg  346  extend above the axis A in the neutral position. As such, the first end  256  of the damper mass  230  is disposed above the axis A and the second end  258  of the damper mass  230  is disposed below the axis A, with the tapering of the external surface  242  extending across the axis A. Said differently, the external surface  242  of the damper mass  230  is tapered from top to bottom, as shown in  FIG.  2   . The tapering of the external surface  242  moves the debris generally down and away from the axis A. 
     In one example, the gap G between the external surface  242  and the contact surface  252  is at least 5 millimeters (mm). More specifically, the gap G between the external surface  242  and the contact surface  252  where the external surface  242  and the contact surface  252  are closest (e.g., the first end  256 ) is at least 5 mm. In another example, the gap G between the external surface  242  and the contact surface  252  is at least 10 millimeters (mm). In one example, the gap G between the external surface  242  and the contact surface  252  at the second end  258  is at least 1.1 times greater than the gap G at the first end  256 . In another example, the gap G between the external surface  242  and the contact surface  252  at the second end  258  is at least 1.2 times greater than the gap G at the first end  256 . In another example, the gap G between the external surface  242  and the contact surface  252  at the second end  258  is at least 1.3 times greater than the gap G at the first end  256 . 
     As shown in  FIGS.  2 - 4   , the vehicle  100  further comprises a ramp surface  260  projecting outwardly from the external surface  242  and extending between the first end  256  and the second end  258 . The ramp surface  260  is configured to contact debris moving along the external surface  242  and direct the debris off the external surface  242 . More specifically, the ramp surface  260  extends transverse to the external surface  242  generally in the direction of the axis A. As shown in  FIG.  3   , the damper mass  230  includes a fore end  362  and an aft end  364 , with the fore end  362  facing a front end of the vehicle  100  and the aft end  364  faces a rear end of the vehicle  100  along the longitudinal direction X. The external surface  242  of the damper mass  230  extends between the fore end  362  and the aft end  364 . The ramp surface  260  is tapered from the first end  256  and the fore end  362  toward the second end  258  and the aft end  364 . Said differently, the ramp surface  260  extends downwardly at an angle from the fore end  362  toward the aft end  364 . In the example shown  FIG.  3   , the ramp surface  260  is entirely disposed between the fore end  362  and the axis A. Said differently, the ramp surface  260  may be disposed on the first leg  344  and/or the body  348  of the damper mass  230 . However, the ramp surface  260  may extend from any suitable portion of the external surface  242 , including from the second leg  346 . 
     The ramp surface  260  is configured to aide in the expulsion of debris from between the damper mass  230  and the rotor  218  as the vehicle  100  is in motion (more specifically, forward motion). As the vehicle  100  is driven forward, the wheel  104  and the rotor  218  move in a counterclockwise direction with respect to  FIG.  3   . With continued reference to  FIG.  3   , if debris enters between the damper mass  230  and the rotor  218 , the tapering of the external surface  242  promotes expulsion of the debris down and away from the axis A. However, if the debris does manage to progress in toward the axis A and come in constant contact with the contact surface  252  of the rotor  218 , the friction between the debris and the rotor  218  will result in rotation of the debris with the rotor  218  in the counterclockwise direction. If the debris does not naturally expel from between the damper mass  230  and the rotor  218 , the debris will eventually pass along the external surface  242  of the first leg  344  and come into contact with the ramp surface  260 . The tapering of the ramp surface  260  from the first end  256  and the fore end  362  toward the second end  258  and the aft end  364 , in conjunction with the counter-clockwise rotation of the rotor  218 , results in the debris moving down the ramp surface  260  toward the second end  258  of the damper mass  230  (i.e., down and away from the axis A), thus expelling the debris from between the damper mass  230  and the rotor  218 . 
     In the example shown in  FIG.  3   , the ramp surface  260  is a first ramp surface  260 . The mass damper system  124  further comprises a second ramp surface  366  projecting outwardly from the external surface  242  and extending between the first end  256  and the second end  258 , with the second ramp surface  366  tapered from the first end  256  and the fore end  362  toward the second end  258  and the aft end  364 . Said differently, the second ramp surface  366  extends downwardly at an angle from the fore end  362  toward the aft end  364 . The second ramp surface  366  is entirely disposed between the aft end  364  and the axis A. Said differently, the second ramp surface  366  may be disposed on the second leg  346  and/or the body  348  of the damper mass  230 . However, the second ramp surface  366  may extend from any suitable portion of the external surface  242 , including from the first leg  344 . 
     Like the first ramp surface  260 , the second ramp surface  366  is configured to aide in the expulsion of debris from between the damper mass  230  and the rotor  218  as the vehicle  100  is in motion. However, while the first ramp surface  260  substantially faces the fore end  362  of the damper mass  230 , the second ramp surface  366  substantially faces the aft end  364  of the damper mass  230 . As such, the second ramp surface  366  is configured to aide in the expulsion of debris from between the damper mass  230  and the rotor  218  as the vehicle  100  is in reverse motion. As the vehicle  100  is driven in reverse, the wheel  104  and the rotor  218  move in a clockwise direction with respect to  FIG.  3   . With continued reference to  FIG.  3   , if debris enters between the damper mass  230  and the rotor  218 , the tapering of the external surface  242  promotes expulsion of the debris down and away from the axis A. However, if the debris does manage to progress inward toward the axis A and come in constant contact with the contact surface  252  of the rotor  218 , the friction between the debris and the rotor  218  will result in rotation of the debris with the rotor  218  in the clockwise direction. If the debris does not naturally expel from between the damper mass  230  and the rotor  218 , the debris will eventually pass along the external surface  242  of the second leg  346  and come into contact with the second ramp surface  366 . The tapering of the second ramp surface  366  from the first end  256  and the fore end  362  toward the second end  258  and the aft end  364 , in conjunction with the clockwise rotation of the rotor  218 , results in the debris moving down the second ramp surface  366  toward the second end  258  of the damper mass  230  (i.e., down and away from the axis A), thus expelling the debris from between the damper mass  230  and the rotor  218 . 
     The mass damper system  124  may be implemented in the context of a system, such as the vehicle  100 , that includes gathering and use of data available from various sources for use in controlling operation of the vehicle  100 . 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&#39;s, home addresses, data or records relating to a user&#39;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 preference related information that allows operation of the vehicle  100  according to user preferences. Accordingly, use of such personal information data enhances the user&#39;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, 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&#39;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 at 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, information may be determined each time the system is used, and without subsequently storing the information or associating with the particular user.

Metadata:
Filing Date: 20240105
Publication Date: 20241217
Grant Date: 20241217
Priority Date: 20230126
Inventors: Dawson, Jacob L.
ANG, CHUNG SHEN
SHAWKI, ISLAM M.
YEGANEH, KEYVAN
Assignee: APPLE INC
CPC Classifications: [{"code": "B60G2204/30", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2202/21", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2202/25", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G13/16", "inventive": true, "first": false, "tree": "[]"}, {"code": "F16F15/022", "inventive": true, "first": false, "tree": "[]"}, {"code": "F16F7/104", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60T1/065", "inventive": true, "first": false, "tree": "[]"}, {"code": "F16F13/005", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60G2200/156", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G13/02", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G13/16", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2202/21", "inventive": false, "first": false, "tree": "[]"}, {"code": "F16F13/005", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G13/001", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2202/312", "inventive": false, "first": false, "tree": "[]"}, {"code": "F16F7/104", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2202/32", "inventive": false, "first": false, "tree": "[]"}, {"code": "F16F15/022", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60T1/065", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G3/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2200/144", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G15/02", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60G2202/32", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2202/312", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2202/21", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2200/156", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2200/144", "inventive": false, "first": false, "tree": "[]"}, {"code": "F16F15/022", "inventive": true, "first": false, "tree": "[]"}, {"code": "F16F13/005", "inventive": true, "first": false, "tree": "[]"}, {"code": "F16F7/104", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60T1/065", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G13/16", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G13/02", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G13/001", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G3/20", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G15/02", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 93845703