Vehicle Suspension Damping for Roll-Pitch Phase Synchronization
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing vehicle suspension control systems do not effectively synchronize roll and pitch motions, which are crucial for enhancing safety and responsiveness during vehicle travel.
Innovation Solution
A suspension control device that adjusts damping forces on the front and rear wheels to synchronize the phase cycles of roll and pitch angles, with a larger damping force on the extension side of the front wheels and equal or larger on the contraction side of the rear wheels, to improve control responsiveness.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional suspension control is used, then the system is simple to implement, but roll and pitch motions cannot be synchronized effectively
Solution Approach 1:
The patent applies parameter changes by dynamically adjusting damping force parameters based on vehicle motion state. The control device calculates target damping forces using equations that incorporate vehicle speed, lateral acceleration, and longitudinal acceleration parameters. This allows the suspension system to synchronize roll and pitch motions by changing damping characteristics in real-time according to driving conditions, resolving the contradiction between maintaining simple system structure and achieving reliable motion synchronization.
2Reliability
If damping force is increased on front wheel extension side, then pitch angle creation is improved, but energy consumption increases
Solution Approach 1:
The patent implements dynamics by making the damping force characteristics variable rather than fixed. The control device dynamically adjusts the damping force on the front wheel extension side based on real-time vehicle motion parameters including lateral acceleration and vehicle speed. This dynamic adjustment allows the system to achieve effective pitch angle control only when necessary, rather than maintaining high damping force continuously, thereby reducing overall energy consumption while maintaining reliable pitch control performance when needed.
3Speed
If asymmetric damping force control is applied to front and rear wheels, then control responsiveness is improved, but system complexity increases
Solution Approach 1:
The patent applies segmentation by dividing the suspension control into independent front and rear wheel sections with different damping force characteristics. The control device calculates separate target damping forces for front wheels (using one equation) and rear wheels (using another equation), allowing asymmetric control responses. This segmentation enables differentiated responsiveness - front suspension responds differently than rear suspension - while the overall system complexity remains manageable through modular control architecture and standardized calculation methods for each section.
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 approach allows for easier creation of a pitch angle and enhances vehicle responsiveness, providing a favorable turning experience by synchronizing roll and pitch motions.
Implementation Method 1
a suspension control device according to an aspect of the present invention which controls a damping force of a suspension of a vehicle
Data Source
AI summary
A technology can be realized which increases the sense of unity with a vehicle that is felt by a driver. A suspension control device, which controls the damping force of the suspension of a vehicle, comprises a target control amount calculation unit which sets a target control amount, that is referenced when controlling the damping force of the suspension, such that the period of the phase of the roll angle and the period of the phase of the pitch angle of the vehicle approach a synchronized state, such that the magnitude of the expansion-side damping force is greater than the magnitude of the contraction-side damping force on the front-wheel-side of the vehicle, and such that the contraction-side damping force is greater than or equal to the expansion-side damping force on the rear-wheel-side of the vehicle.