Parallel Spring Suspension with Tensioning Device
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Solution Overview
Problem
Current vehicle suspension systems that offer adjustable spring rates for a sportier handling are uncomfortable due to the constant engagement of pressure addition springs, which are hard and always active, leading to an extremely hard chassis.
Innovation Solution
A suspension system where a second spring element, acting as a tension spring, is connected in parallel to the first bearing spring element using a mechanical tensioning device, allowing for variable spring rate adjustment without engaging the pressure addition spring, thereby maintaining a softer chassis.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the pressure addition spring is engaged to increase the spring rate for sportier handling, then the vehicle handling is improved, but the chassis becomes extremely hard and uncomfortable
Solution Approach 1:
The suspension system is divided into two independent spring elements: a main bearing spring and a secondary spring element. The secondary spring element can be independently activated or deactivated without involving the pressure addition spring, allowing selective spring rate adjustment while maintaining comfort. This segmentation enables the system to achieve sportier handling when needed without permanently engaging the hard pressure addition spring.
Solution Approach 2:
The system transitions from a static spring rate configuration to a dynamic one by introducing a controllable second spring element that can be engaged or disengaged. This dynamic adjustment allows the chassis to switch between comfortable and sporty characteristics as needed, rather than being locked into a permanently hard configuration when the pressure addition spring is engaged.
2Reliability
If the pressure addition spring is used to limit spring excursion, then the spring rate is increased, but the amount of spring rate is relatively large making the spring hard
Solution Approach 1:
The second spring element acts as an intermediary mechanism for limiting spring excursion. Instead of relying solely on the hard pressure addition spring, the system can use the controllable second spring element to provide excursion limitation when needed, reducing the need for the pressure addition spring to be permanently engaged and thereby reducing chassis hardness.
3Adaptability or versatility
If a second spring element is added to vary spring rate, then the adaptability is improved, but the device complexity increases
Solution Approach 1:
The second spring element is integrated into the existing suspension structure in a space-efficient manner, combining multiple functions (spring rate adjustment and excursion limitation) into a single additional component rather than requiring separate mechanisms for each function.
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 allows for a softer and more comfortable chassis by varying the spring rate without activating the pressure addition spring, providing a harder chassis only when needed, enhancing vehicle handling and comfort.
Implementation Method 1
a first spring element in the end clamped between the vehicle body and a vehicle wheel
Implementation Method 2
a second or additional spring element which in the end can be clamped between the vehicle body and the vehicle wheel by the introduction of a force or of a momentum by a mechanical tensioning element
Implementation Method 3
a pressure addition spring element which, in the case of large spring excursions of the first spring element, by way of an end stop, becomes active or is connected
Data Source
AI summary
A vehicle wheel suspension system is provided, having a first spring element clamped between the vehicle body and a wheel and a second spring element clamped between the body and the wheel in parallel to the first spring element by application of a tensile force by a tensioning element. The second spring element is not active without application of the tensile force. A pressure addition spring element is also provided which, in the case of large spring excursions, acts as an end stop. The pressure addition spring element is not activated by of the tensile force for activating the second spring element. The spring rate of the second spring element is preferably lower than that of the first spring element. Additional spring elements of different wheels or axles can be activated by a common mechanical tensioning element which can shorten or lengthen several tension devices connected with the spring elements.