Active Suspension Control for Higher Traction During Acceleration
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Solution Overview
Problem
There is a need to improve the performance of motor vehicles, particularly during acceleration phases, by enhancing the active suspension systems to optimize the displacement of the suspended mass relative to the unsprung mass, thereby increasing the maximum transmissible force from the traction wheels to the road.
Innovation Solution
A control unit ECU is used to control an active suspension system, adjusting the height of the vehicle's center of mass by displacing the suspended mass relative to the unsprung mass, either by lowering or lifting it, to maximize the maximum transmissible force to the road, independent of engine torque and transmission characteristics.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the suspension system is made passive (traditional shock absorber and spring), then the device complexity is reduced, but the ability to actively control body movement and optimize acceleration performance is lost
Solution Approach 1:
The patent applies the dynamics principle by transforming the passive suspension system into an active one through the addition of a servo actuator. This actuator dynamically adjusts the damping characteristics and can actively control the relative movement between the body and wheels, enabling real-time optimization of acceleration performance while maintaining manageable system complexity through electronic control
2Stability of the object's composition
If the center of mass height is kept fixed (traditional suspension), then the stability is maintained, but the maximum transmissible force to the road during acceleration is reduced
Solution Approach 1:
The patent applies parameter changes by dynamically adjusting the height of the center of mass through active control of the suspension system. During acceleration phases, the system modifies the vertical position of the body relative to the wheels, changing the geometric parameters of the vehicle to optimize weight distribution and maximize the transmissible force to the road while maintaining overall stability
3Ease of manufacture
If the suspension damping is fixed (traditional damper), then the ease of manufacture is improved, but the adaptability to different driving conditions and acceleration phases is reduced
Solution Approach 1:
The patent applies dynamics by implementing a controllable damper with a servo actuator that can dynamically adjust damping forces based on real-time sensor feedback. This electronic control system allows the suspension to adapt to different driving conditions and acceleration phases while maintaining a relatively simple mechanical structure that is easy to manufacture
Solution Approach 2:
The patent implements feedback control by using sensors to monitor vehicle state parameters (acceleration, suspension position, wheel movement) and using this information to dynamically adjust the damping characteristics through the servo actuator. This closed-loop control enables the system to adapt to varying driving conditions while maintaining a straightforward mechanical design
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution effectively increases the maximum transmissible force to the road, enhancing vehicle performance during acceleration by improving adhesion, irrespective of engine torque and transmission constraints.
Implementation Method 1
the shaft carries a piston cooperating fluid dynamically with a fluid contained in the casing itself, thus damping the relative movements between the shaft and the casing
Implementation Method 2
The suspensions usually include a shock absorber, which in turn includes a spring and a damper
Implementation Method 3
damping the relative movements between the shaft and the casing
Data Source
AI summary
A motor vehicle comprises a suspended mass comprising a body, an unsprung mass comprising a plurality of wheels to allow the motor vehicle to move forward on a road, an active suspension assembly configured to suspend the suspended mass relative to the unsprung mass and controllable to move the suspended mass relative to the unsprung mass, an engine carried by the body, a transmission connecting the engine to at least two of said wheels, thereby defining traction wheels, such that the engine can deliver torque to the traction wheels causing acceleration of the motor vehicle, and a control unit configured to control the active suspension assembly during said acceleration and/or in a steady state of the motor vehicle prior to said acceleration imposing a displacement of the suspended mass relative to the unsprung mass according to a yaw axis of the motor vehicle to increase the maximum transmissible force from the traction wheels to the road.