Single-Axle Hydraulic Roll Control Without Anti-Roll Bar Packaging Limits
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Solution Overview
Problem
Traditional mechanical stabilizer bars/anti-roll bars in vehicle suspension systems are limited by packaging constraints and are reactive, only working when the suspension moves, which does not effectively prevent body roll during turns.
Innovation Solution
A single axle suspension system that includes right and left dampers with hydraulic circuits and pressurizing mechanisms to actively adjust roll resistance and static pressure, independent of damper movements, thereby controlling body roll.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If mechanical stabilizer bars/anti-roll bars are used, then packaging constraints are satisfied with a straight path between dampers, but the system is reactive and only works when suspension moves, failing to limit body roll immediately when a turn is initiated
Solution Approach 1:
The patent replaces the mechanical stabilizer bar system with a hydraulic system that uses fluid pressure to provide anti-roll control. Instead of relying on mechanical linkages that require suspension movement to generate counteracting forces, the hydraulic system uses pressurized fluid to actively control body roll from the moment a turn is initiated, eliminating the reactive delay inherent in mechanical systems
Solution Approach 2:
The patent employs a hydraulic circuit with pressurizing devices that generate and control fluid pressure to provide anti-roll control. The hydraulic system can actively adjust pressure to counteract roll moments immediately when needed, rather than waiting for suspension movement as mechanical systems do, thereby improving both responsiveness and reliability of roll control
2Reliability
If mechanical stabilizer bars/anti-roll bars are used, then the system provides roll control through mechanical linkages, but it requires a relatively straight, unobstructed path across the vehicle between dampers, limiting design flexibility
Solution Approach 1:
The patent replaces the mechanical stabilizer bar that requires a straight path between dampers with a hydraulic system using flexible hoses and fluid pressure. This substitution eliminates the need for rigid mechanical linkages and unobstructed paths, allowing the anti-roll control system to adapt to various vehicle packaging constraints and design configurations while maintaining reliable roll control
Solution Approach 2:
The hydraulic system uses flexible hydraulic lines to connect components, replacing the rigid mechanical stabilizer bar. These flexible conduits can route around obstacles and adapt to available space within the vehicle architecture, significantly reducing packaging constraints while maintaining the integrity and effectiveness of the anti-roll control 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
The system effectively reduces or eliminates vehicle roll during cornering, enhancing grip, performance, handling, and braking, while also improving comfort and reducing baseline roll stiffness compared to conventional systems.
Implementation Method 1
The first pressurizing mechanism is configured to adjust the roll resistance of the single axle suspension system by generating a pressure differential between the first and second hydraulic circuits independent of damper movements
Implementation Method 2
The second pressurizing mechanism is configured to adjust static pressure within the first and second hydraulic circuits by adding or removing hydraulic fluid to and from the first and second hydraulic circuits
Implementation Method 3
The first working chamber of the right damper is connected in fluid communication with the second working chamber of the left damper by a first hydraulic circuit
Data Source
AI summary
A single axle suspension system including right and left dampers, first and second hydraulic circuits, a first pressurizing mechanism connected in fluid communication with the first and second hydraulic circuits, and a second pressurizing mechanism connected in series with the first pressurizing mechanism. The first pressurizing mechanism provides roll control by generating a pressure differential between the first and second hydraulic circuits. This causes an increase in the fluid pressure inside either the first working chamber of the right damper and the second working chamber of the left damper or inside the first working chamber of the left damper and the second working chambers of the right damper to provide roll stiffness that counters vehicle roll during cornering. The second pressurizing mechanism adjusts static pressure within the first and second hydraulic circuits by adding and removing hydraulic fluid to and from the first and second hydraulic circuits.