Hydraulic Suspension Mode Decoupling Device
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Solution Overview
Problem
Existing vehicle suspension systems face challenges in providing independent control over roll stiffness, roll damping, and heave damping, often requiring high pressure fluid sources, complex control systems, and additional support components like anti-roll bars, which increase cost and complexity.
Innovation Solution
A hydraulic suspension system with a mode decoupling device that allows independent tuning of roll stiffness, roll moment distribution, and heave damping by varying fluid pressure and volume between wheel rams, reducing the need for high pressure and simplifying the control system, while using resilient support means for primary vehicle support.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If the hydraulic system supports the vehicle body weight, then the support force is sufficient, but the pressure in fluid volumes must be high leading to seal friction and ride comfort limitations
Solution Approach 1:
The system divides the support function between separate support springs (handling vehicle weight) and the hydraulic system (handling suspension control), allowing the hydraulic system to operate at lower pressures and reduce seal friction
Solution Approach 2:
The support function is extracted from the hydraulic system and assigned to dedicated support springs, enabling the hydraulic system to focus on suspension control with reduced pressure requirements
2Stability of the object's composition
If the hydraulic system provides roll stiffness, then handling is improved, but the system complexity increases with additional components like anti-roll bars
Solution Approach 1:
The system combines roll stiffness provision and heave damping functions into the single hydraulic system, eliminating the need for separate anti-roll bars and reducing overall system complexity
Solution Approach 2:
The hydraulic system is designed to perform multiple functions including roll stiffness, heave damping, and load compensation simultaneously, reducing the need for dedicated components for each function
3Measurement precision
If different pressures are used in each fluid volume to provide required support at each wheel, then the support precision is improved, but the control complexity and leakage risk increase
Solution Approach 1:
The system uses a common fluid pressure for all wheel support, eliminating pressure differentials that cause leakage and reducing control complexity while maintaining adequate support precision
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 system reduces seal friction, improves ride comfort, and optimizes suspension parameters by allowing common fluid pressures across volumes, minimizing leakage, and providing effective load compensation without warp stiffness, thus enhancing handling and comfort.
Implementation Method 1
a hydraulic system including: at least one front left, at least one front right, at least one rear left and at least one rear right wheel ram
Implementation Method 2
the compression chamber of the front left wheel ram is in fluid communication with the first balance chamber of the mode decoupling device
Implementation Method 3
the piston rod assembly of the mode decoupling device operates to proportion fluid pressure during roll motions of the vehicle, and operates to distribute fluid between the respective fluid volumes
Implementation Method 4
front and rear resilient vehicle support means between the vehicle body and the wheel assemblies for resiliently supporting the vehicle above the wheel assemblies
Data Source
AI summary
A vehicle hydraulic suspension system has front left (15), front right (16), rear left (18) and rear right (17) wheel ram. There is a mode decoupling device (100) with first (129), second (130), third (132) and fourth (131) balance chambers formed by a cylinder/piston rod assembly (124,125,126). The compression chamber (45) of the front left wheel ram (15) is in fluid communication with the first balance chamber (129), the compression chamber (46) of the front right wheel ram (16) is in fluid communication with the second balance chamber (130), the compression chamber (48) of the rear left wheel ram (18) is in fluid communication with the third balance chamber (132), and the compression chamber (47) of the rear right wheel ram (17) is in fluid communication with the fourth balance chamber (131). There are also front and rear resilient vehicle support means between vehicle body and the wheel assemblies.