Variable-Stiffness Torsion Bar Suspension for Load-Induced Ride Height Drop
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Solution Overview
Problem
Existing vehicle suspension systems with torsion bars exhibit constant stiffness regardless of the rotation angle of the lower arm, which is inadequate for handling significant fluctuations in vehicle weight due to passengers and freight, leading to excessive vehicle height decrease.
Innovation Solution
A suspension system design that incorporates a rocker arm housing and a rocker arm structure, where a contact protrusion on the rocker arm housing comes into contact with the rocker arm, varying the length of the rocker arm and thus the spring stiffness of the torsion bar, allowing it to exhibit different torsional forces based on the rotation angle.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a torsion bar with predetermined stiffness is used to absorb impact, then the suspension system can maintain consistent performance, but it cannot effectively compensate for excessive vehicle height decrease when vehicle weight greatly increases
Solution Approach 1:
The torsion bar stiffness is made variable through the rocker arm mechanism. As the lower arm rotates and the vehicle body sinks, the rocker arm pivots to progressively engage additional torsion bars or increase the engagement length of existing torsion bars, thereby dynamically increasing stiffness to compensate for vehicle height decrease under heavy load conditions
Solution Approach 2:
The system changes the effective stiffness parameter of the torsion bar assembly based on the rotation angle of the lower arm. Through the rocker arm's geometric transformation, the same torsion bar exhibits different effective stiffness values at different compression stages, allowing the system to adapt to varying vehicle weights without requiring multiple separate springs
2Adaptability or versatility
If a double stiffness spring is used to compensate for excessive vehicle height decrease, then the vehicle height can be maintained under heavy load, but costs are increased and separate installation space is required
Solution Approach 1:
Multiple torsion bars are merged into a single functional assembly through the rocker arm mechanism. The rocker arm integrates the function of multiple springs with different stiffness values into one coordinated system, eliminating the need for separate installation spaces and reducing overall system complexity while maintaining the double-stiffness effect
Solution Approach 2:
The rocker arm serves multiple functions: it acts as a lever to amplify force, a geometric transformer to vary stiffness, and an integration mechanism to combine multiple torsion bars into one assembly. This multi-functionality allows the system to achieve variable stiffness without requiring separate components 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 enables the torsion bar to exhibit double stiffness, effectively preventing excessive vehicle height decrease and improving the durability of the suspension system, even under conditions of significant weight fluctuation.
Implementation Method 1
a torsion bar having one end connected to the other end of the rocker arm and the other end extending along the rotation axis and then coupled to a vehicle body connection member, the torsion bar being configured to exhibit a torsional force
Data Source
AI summary
An embodiment suspension system for a vehicle includes a rocker arm housing coupled to a first end of a lower arm through which a rotation axis passes, a rocker arm having a first end surrounded by the rocker arm housing and a second end disposed toward a center of the rocker arm housing, the rocker arm being rotatable together with the lower arm about the rotation axis, a torsion bar having a first end connected to the second end of the rocker arm and a second end extending along the rotation axis and then coupled to a vehicle body connection member, and a contact protrusion disposed on either the rocker arm housing or the rocker arm, the contact protrusion being configured to come into contact with the other of the rocker arm and the rocker arm housing in accordance with a rotation angle of the rocker arm housing.