Hydraulic Suspension End Stop With Dual Inertial Braking
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Solution Overview
Problem
Existing hydraulic suspension systems in motor vehicles lack the ability to deliver variable forces based on movement speed, particularly failing to provide adequate braking during large suspension amplitudes caused by road irregularities or obstacles, leading to discomfort and poor handling.
Innovation Solution
A hydraulic end stop for motor vehicle suspensions featuring a main braking system with a first inertial conduit and a secondary braking system, which transfers fluid differently based on speed, providing reduced braking for small oscillations and increased braking during strong accelerations through a dual conduit system.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a hydraulic compression end stop is used to gradually stop the end of travel, then the stiffness of the suspension spring can be reduced and damping in the central part can be reduced for better vibration filtering, but the end-of-travel stop cannot deliver variable forces depending on speed for small amplitudes versus large amplitudes
Solution Approach 1:
The braking system is segmented into two distinct parallel pathways: a main braking system with high-inertia fluid column and a secondary braking system with low-inertia fluid column. Each pathway handles different amplitude conditions independently, allowing the system to adapt to varying suspension movements without requiring complex control mechanisms.
Solution Approach 2:
Different regions of the hydraulic stop are assigned different inertial characteristics. The main braking system contains fluid with high inertia for strong acceleration conditions, while the secondary braking system contains fluid with low inertia for small oscillations. This local differentiation enables speed-dependent force delivery across different operating conditions.
2Adaptability or versatility
If a single braking system is used, then the device structure is simple, but it cannot provide reduced braking for small oscillations while providing strong braking for large suspension amplitudes
Solution Approach 1:
The system dynamically adapts its braking characteristics based on suspension movement amplitude. During small oscillations, both main and secondary braking systems operate in parallel providing reduced braking. During large amplitudes with strong accelerations, only the main braking system remains active providing strong braking. This dynamic behavior is achieved through the inertial properties of the fluid columns rather than active control.
Solution Approach 2:
The invention uses hydraulic principles with fluid columns of different inertias to create the dual braking system. The main braking system uses a fluid column with high inertia that responds to strong accelerations, while the secondary braking system uses a fluid column with low inertia that handles small oscillations. The hydraulic design allows passive adaptation to different operating conditions through inertial differences alone.
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
This design enhances comfort by filtering small oscillations while providing progressive and strong braking during high accelerations, adapting to various suspension movements and improving body stability and comfort across different road conditions.
Implementation Method 1
a first inertial conduit (14) receiving a mass of fluid creating a first inertia, which opens on one side into the main compression chamber (22) and on the other side into the reservoir (30)
Implementation Method 2
a second inertial conduit (34) receiving a mass of fluid creating a second inertia, which opens above into a secondary compression chamber (38) and below into a secondary reservoir (40)
Implementation Method 3
the compression chamber is separated from the compression chamber by a flexible membrane, the secondary tank being able to be separated from the tank by a flexible membrane
Implementation Method 4
a hydraulic end stop for a motor vehicle suspension, receiving along a main axis a compression speed to be braked, comprising on the side receiving this speed a hydraulic compression chamber, and on the other side a reservoir receiving the fluid coming from the compression chamber during its compression
Data Source
Figure 1~3
Figure 4~5
AI summary
Motor-vehicle suspension end-of-travel hydraulic thrust bearing receiving, along a main axis (A), a compression speed (V) to be braked, comprising, on the side receiving this speed (V), a hydraulic compression chamber (22), and, on the other side, a reservoir (30) receiving the fluid coming from the compression chamber (22) during its compression, this thrust bearing comprising, between the compression chamber (22) and the reservoir (30), a first inertial duct (14) containing a first fluid column forming a main braking system, and, in parallel with this main braking system, between the compression chamber (22) and the reservoir (30), a secondary braking system that is able to transfer only a limited fraction of fluid from the compression chamber (22) to the reservoir (30).