Shock Absorber Spring Layout With Adjustable Stopper Breakpoints
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Solution Overview
Problem
Existing spring systems in vehicle shock absorbers with multiple springs for variable spring rates are complex and difficult to adjust for changing driving conditions, requiring precise adjustments that are not easily adaptable.
Innovation Solution
A spring system comprising a first and second platform, coupled springs, and adjustable stoppers that limit compression and expansion, allowing simultaneous adjustment of breaking points to achieve a variable spring rate, enhancing adaptability to driving conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If multiple springs are used to provide variable spring rate, then ride quality is improved, but device complexity increases and adjustment becomes difficult
Solution Approach 1:
The stopper is made adjustable along the axis to dynamically change the compression limit position. This allows the spring system to adapt its characteristics based on driving conditions, providing variable spring rate without requiring multiple fixed springs. The adjustable stopper enables the system to transition between different spring rate regimes by changing where the stopper engages during compression.
Solution Approach 2:
The system changes the effective spring rate by modifying the compression distance available to the spring. By adjusting the stopper position, the maximum compression length of the spring varies, which changes the spring rate characteristics. This parameter change approach allows a single spring to provide multiple spring rate regimes rather than requiring multiple springs.
2Stability of the object's composition
If multiple springs are used to increase spring stiffness at outer ends, then chassis stability is improved, but the number of components increases
Solution Approach 1:
The adjustable stopper creates a dynamic system where the spring can operate in different compression ranges. By moving the stopper to different positions, the system can provide increased stiffness at outer ends when needed while using a single spring component. The stopper engagement point determines when the spring transitions from soft to stiff behavior.
Solution Approach 2:
The compression stroke is segmented into different zones by the stopper position. The first zone (from free length to stopper engagement) provides softer spring rate, while the second zone (beyond stopper engagement) provides increased stiffness. This segmentation of the compression range allows a single spring to deliver multiple stiffness characteristics.
3Ease of manufacture
If spring system is designed with fixed breaking points, then manufacturing is simplified, but adaptability to changing driving conditions deteriorates
Solution Approach 1:
The stopper is designed with adjustable positioning capability along the axis, allowing the breaking point to be dynamically changed. This can be achieved through threaded adjustment, telescopic mechanisms, or other means that allow the stopper to be repositioned. The adjustable stopper enables the same spring system to be adapted to different driving conditions such as load changes, road quality, or speed variations.
4Device complexity
If stopper position is fixed, then device complexity is reduced, but ability to adjust ride height and breaking points simultaneously is lost
Solution Approach 1:
The adjustment mechanism combines multiple functions into a single action. By adjusting the stopper position along the axis, the system simultaneously changes both the ride height (through platform position) and the breaking points (through stopper engagement position). This merging of adjustment functions reduces the number of separate adjustment mechanisms needed while maintaining full adaptability.
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 provides a variable spring rate that improves ride comfort and stability by adjusting to changing conditions, reducing chassis movements, and allowing faster adaptation to load changes without altering the spring preload.
Implementation Method 1
a first spring (130) arranged in abutment with the first platform (110), and a second spring (140) which is coupled in series with the first spring (130) and arranged in abutment with the second platform (120)
Implementation Method 2
The first stopper (150) is arranged to limit the compression of the first spring (130) when the first spring (130) has a first predetermined length (L1)
Implementation Method 3
the second stopper (160) is arranged to limit the expansion of the first spring (130) when the first spring (130) has a second predetermined length (L2)
Data Source
Figure 1
Figure 2a
Figure 2b
AI summary
There is provided a spring system (300) for a vehicle shock absorber. The spring system (300) comprising a first platform (310), a second platform (320) which is movable relative to the first platform (310), a first spring (330) arranged in abutment with the first platform (310), a second spring (340), coupled in series with the first spring (330) and arranged in abutment with the second platform (320). The spring system further provides a first stopper (350), and a second stopper (260). The first stopper (350) is arranged to limit the compression of the first spring (330) when the first spring has a first predetermined length (L1), and the second stopper (360) is arranged to limit the expansion of the first spring (330) when the first spring (330) has a second predetermined length (L2). The first platform (310) is adjustable along an axis (A) extending between the first platform (310) and the second platform (320) such to adjust the first predetermined length (L1) and the second predetermined length (L2).