Active Suspension Yaw 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 vehicle's center of mass relative to the unsprung mass, thereby increasing the maximum transmissible force to the road.
Innovation Solution
A control unit ECU is employed to manage an active suspension system, adjusting the height of the vehicle's center of mass relative to the unsprung mass by either lowering or lifting it, depending on the traction wheels' position relative to the center of mass, to maximize the maximum transmissible force during acceleration.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the suspension system is made passive (without active control), then the device complexity is reduced, but the maximum transmissible force to the road during acceleration cannot be optimized
Solution Approach 1:
The suspension system transitions from a static passive configuration to a dynamic active system that can adjust its characteristics in real-time. The control unit modifies the suspension behavior during acceleration phases by adjusting damper forces and spring rates, allowing the system to adapt to changing operational conditions and maximize force transmission to the road surface.
Solution Approach 2:
The active suspension system changes key parameters such as damping coefficients and spring stiffness based on detected acceleration conditions. The control unit receives acceleration signals and modifies suspension parameters dynamically, transforming the system from a fixed configuration to one that optimizes its mechanical properties for maximum traction during acceleration events.
2Force
If the center of mass height is adjusted actively during acceleration, then the maximum transmissible force is increased, but the device complexity and energy consumption increase
Solution Approach 1:
The control unit anticipates acceleration events by monitoring throttle position, gear selection, and other precursor signals. Before full acceleration begins, the system pre-adjusts the suspension characteristics and center of mass position to optimal values, ensuring maximum force transmission is ready immediately when acceleration starts, rather than reacting after the fact.
Solution Approach 2:
The system continuously monitors actual acceleration via accelerometers and compares it to commanded acceleration. Based on this feedback loop, the control unit dynamically adjusts suspension forces and center of mass positioning to maintain optimal traction conditions, correcting deviations in real-time to maximize the transmissible force to the road.
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 by improving adhesion and overall acceleration capabilities.
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
Data Source
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AI summary
A motor vehicle (1) comprises a suspended mass comprising a body (2), an unsprung mass comprising a plurality of wheels (3b, 3c) to allow the motor vehicle (1) to move forward on a road, an active suspension assembly (4) 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 (5) carried by the body (2), a transmission connecting the engine (5) to at least two of said wheels (3b, 3c), thereby defining traction wheels, such that the engine (5) can deliver torque to the traction wheels (3b, 3c) causing acceleration of the motor vehicle (1), and a control unit (ECU) configured to control the active suspension assembly (4) during said acceleration and/or in a steady state of the motor vehicle (1) prior to said acceleration imposing a displacement of the suspended mass relative to the unsprung mass according to a yaw axis (Z) of the motor vehicle (1) to increase the maximum transmissible force from the traction wheels (3b, 3c) to the road.