Active SUV Suspension Layout for Independent Height Adjustment
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Solution Overview
Problem
Existing suspension configurations for high-performance SUV vehicles with large mass and high center of gravity cannot accommodate active shock absorbers, limiting dynamic performance and ride comfort.
Innovation Solution
Design of a front and rear suspension system that incorporates active shock absorbers with hydraulic or electric actuators, allowing independent height adjustment of the vehicle body relative to the ground, and includes a transmission assembly and hydraulic valve system to generate target forces and displacements.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional passive or semi-active shock absorbers are used in SUV configurations with large mass and high center of gravity, then the suspension system is simpler and easier to manufacture, but the dynamic performance and ride comfort are insufficient
Solution Approach 1:
The shock absorber transitions from a passive or semi-active system to an active system with an integrated actuator that can autonomously generate forces and displacements. The actuator is controlled by a control unit that processes signals from sensors to dynamically adjust the shock absorber's behavior, enabling real-time adaptation to road conditions and vehicle dynamics, thereby significantly improving dynamic performance and ride comfort.
Solution Approach 2:
The active shock absorber integrates multiple functions into a single component: it combines the traditional damping function with height adjustment capability and autonomous force generation. The actuator serves both to adjust the vehicle body height and to actively counteract road disturbances, while the control unit coordinates these functions based on sensor feedback, creating a multi-functional suspension system.
2Adaptability or versatility
If active shock absorbers with actuators are integrated into the suspension system, then independent height adjustment and autonomous force generation are achieved, but the device complexity and manufacturing difficulty increase
Solution Approach 1:
The actuator is directly integrated into the shock absorber structure, merging the height adjustment mechanism and the force generation system into a single unified component. This integration eliminates the need for separate height adjustment mechanisms and simplifies the overall suspension system architecture, making the complex active shock absorber more manufacturable while retaining full adaptability and versatility.
3Reliability
If active shock absorbers are used to maximize dynamic performance, then ride comfort and handling are improved, but the system requires complex control systems and sensors
Solution Approach 1:
The active shock absorber incorporates a control unit that receives signals from sensors monitoring road conditions, vehicle body position, and suspension dynamics. The control unit processes this feedback information and autonomously adjusts the actuator's output to optimize ride comfort and handling, creating a closed-loop control system that adapts in real-time to changing conditions while maintaining manageable complexity through intelligent control algorithms.
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
Enables the use of active shock absorbers in high-performance SUVs, enhancing dynamic performance and ride comfort by allowing independent wheel movement and force application, suitable for vehicles with high mass and center of gravity.
Implementation Method 1
Each shock absorber further comprises a chamber interposed between the case and the rod filled with viscous fluid, so as to apply a damping force opposite the movement of the rod relative to the case.
Implementation Method 2
an elastic element interposed between the relative wheel and the body
Data Source
AI summary
A suspension for a motor vehicle is described comprising a first lever directly or indirectly connected to a sprung mass and to an unsprung mass of said motor vehicle; and a shock absorber comprising a first element connected to the sprung mass and a second element connected to the unsprung mass movable relative to one another; the shock absorber comprises, in turn, a driving member, which can operatively be operated so as to determine the motion of the first element relative to the second element; anda transmission assembly designed to transmit the motion from said driving member to the first element; the suspension comprises a second lever defining a housing at least partly accommodating the transmission assembly; the second lever is articulated on said first lever and is directly or indirectly connected to the sprung mass and unsprung mass.