Parallel Damper Actuator Packaging for Vehicle Suspension
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Solution Overview
Problem
Conventional passive shock absorbers provide the same damping force regardless of input frequency, leading to harshness and decreased ride quality when handling higher excitation forces, while active shock absorbers with co-axial actuators are expensive and limited by packaging constraints.
Innovation Solution
A damper system with a separate and parallel actuator arrangement, allowing for independent control of damping forces without the need for co-axial design, enabling smaller packaging and lower manufacturing costs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If conventional passive shock absorbers are used, then the structure is simple and cost-effective, but the damping force cannot be adjusted based on input frequency leading to harshness and decreased ride quality
Solution Approach 1:
The system is divided into two independent components: a passive shock absorber and a separate actuator. This segmentation allows each component to be optimized independently - the passive shock absorber maintains simple manufacturing while the actuator provides frequency-adaptive damping control, resolving the contradiction between manufacturing simplicity and adaptability.
Solution Approach 2:
The patent combines the passive shock absorber with an active actuator system to create a hybrid solution. The actuator applies additional force to the piston rod based on input frequency detection, merging the simplicity of passive design with the adaptability of active control, thereby achieving both ease of manufacture and frequency-based damping adjustment.
2Adaptability or versatility
If co-axial actuator/damper arrangements are used, then active damping control is achieved, but packaging space requirements increase and manufacturing costs rise
Solution Approach 1:
Instead of placing the actuator co-axially within the limited radial space of the damper, the patent positions the actuator in a parallel arrangement alongside the damper. This dimensional repositioning allows the actuator to operate independently without interfering with the damper's internal structure, reducing packaging constraints while maintaining active damping control capability.
Solution Approach 2:
The actuator is extracted from the traditional co-axial position and placed as a separate component. This extraction eliminates the need for the damper to accommodate the actuator's internal components, significantly reducing the packaging envelope requirements while preserving the active control function.
3Stability of the object's composition
If higher damping forces are applied to manage large excitation forces, then body control improves, but ride harshness increases
Solution Approach 1:
The system dynamically adjusts the damping force based on the detected input frequency. During handling events with high-frequency inputs, the actuator increases damping forces to improve body control. During normal driving with low-frequency inputs, the actuator reduces damping forces to maintain ride comfort, thereby dynamically resolving the contradiction between stability and harshness.
Solution Approach 2:
The system uses feedback from frequency detection to control the actuator's output force. The controller monitors the suspension input frequency and adjusts the actuator's damping contribution accordingly - applying higher forces during handling events for better body control and lower forces during normal operation to reduce ride harshness, thus resolving the contradiction through closed-loop control.
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 allows for efficient damping force adjustment based on input frequency and velocity, improving ride quality and handling without increasing harshness, while reducing manufacturing costs and packaging constraints.
Implementation Method 1
In active shock absorbers, hydraulic, pneumatic, or electro-magnetic actuators are used to apply an active force to the piston rod that is independent of the damping forces generated by the compression and rebound valving.
Implementation Method 2
In active shock absorbers, hydraulic, pneumatic, or electro-magnetic actuators are used to apply an active force to the piston rod that is independent of the damping forces generated by the compression and rebound valving.
Implementation Method 3
In active shock absorbers, hydraulic, pneumatic, or electro-magnetic actuators are used to apply an active force to the piston rod that is independent of the damping forces generated by the compression and rebound valving.
Implementation Method 4
The piston includes compression valving that limits the flow of hydraulic fluid from the lower working chamber to the upper working chamber during a compression stroke. The piston also includes rebound valving that limits the flow of hydraulic fluid from the upper working chamber to the lower working chamber during a rebound or extension stroke.
Implementation Method 5
Shock absorbers are typically used in conjunction with automotive suspension systems or other suspension systems to absorb unwanted vibrations that occur during movement of the suspension system.
Implementation Method 6
Because the compression valving and the rebound valving have the ability to limit the flow of hydraulic fluid, the shock absorber is able to produce a damping force that counteracts oscillations/vibrations, which would otherwise be transmitted from the unsprung mass to the sprung mass.
Data Source
AI summary
A damper system for a vehicle is provided that includes a damper and actuator. The damper extends longitudinally along a damper axis between first and second damper ends. The actuator is separate and spaced apart from the damper. The actuator extends longitudinally along an actuator axis between first and second actuator ends. The damper and the actuator are arranged next to one another where the actuator axis is spaced from and substantially parallel to the damper axis. The damper and the actuator are positioned within a cylindrical packaging envelope that has a diameter of 300 millimeters or less. The cylindrical packaging envelope is an imaginary cylinder, which may be defined by one or more components of a vehicle's suspension system such as a coil spring or an upper suspension arm. The damper and the actuator are completely contained within the cylindrical packaging envelope.