Wheel Suspension Stiffness Control Without Anti-Roll Bar Transfer
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Solution Overview
Problem
Conventional wheel suspension arrangements compromise between turn comfort and single-side bump handling due to the transfer of stiffness through anti-roll bars, which cannot be actively controlled in real-time based on driving conditions.
Innovation Solution
A wheel suspension arrangement with independent anti-roll functions for each wheel, utilizing spring-loaded control members that adjust stiffness based on driving conditions by sliding into slots in a support member, allowing for increased stiffness during turns, steep slopes, braking, or accelerating, thereby eliminating the need for conventional anti-roll bars.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a conventional anti-roll bar is used to transfer suspension stiffness between wheel pairs, then turn comfort is improved, but single-side bump handling deteriorates due to stiffness transfer to the opposite side
Solution Approach 1:
The patent divides the anti-roll function into separate control members for each wheel suspension, allowing independent control of stiffness on each side. Each control member can engage with its respective suspension spring independently, enabling one side to handle bumps without transferring stiffness to the other side, while still providing anti-roll effect when needed.
Solution Approach 2:
The control members are designed to dynamically engage and disengage from the suspension springs based on driving conditions. During sharp turns, centrifugal force pushes control members into engagement to increase stiffness. During single-side bump events, the control members remain disengaged, allowing independent wheel movement without stiffness transfer.
2Stability of the object's composition
If suspension stiffness is increased during sharp turns, then turn comfort is improved, but the suspension becomes too stiff for comfortable single-side bump handling
Solution Approach 1:
The suspension system dynamically adjusts stiffness by engaging control members only when required. During sharp turns, centrifugal force activates the control members to engage with suspension springs, increasing stiffness for stability. During normal single-side bump events, the control members remain disengaged, maintaining comfortable suspension characteristics.
Solution Approach 2:
The system changes the stiffness parameter of the suspension by controlling the engagement state of control members. When control members engage, they reduce the effective length of suspension springs, increasing stiffness. When disengaged, the springs operate at full length with lower stiffness, providing comfort for single-side bump handling.
3Adaptability or versatility
If control members are added to individually control each wheel suspension, then active stiffness control is achieved, but device complexity increases
Solution Approach 1:
The control members are designed to automatically engage and disengage based on physical forces during driving. Centrifugal force during turns automatically pushes control members into engagement slots, while normal driving conditions keep them disengaged. This self-regulating mechanism eliminates the need for complex active control systems, sensors, or actuators.
Solution Approach 2:
The support member with engagement slots acts as an intermediary structure that guides control members into appropriate engagement positions. The slots are positioned and dimensioned to allow automatic engagement under specific load conditions, simplifying the control mechanism while achieving adaptive stiffness control.
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 solution enhances comfort by allowing individual control of wheel stiffness, combining turn comfort with effective single-side bump handling and improving vehicle stability during various driving scenarios without the drawbacks of traditional anti-roll bars.
Implementation Method 1
at least one control member arranged to control a stiffness of said suspension spring. The control member is displaceable relative to said suspension spring between a retracted position, in which the control member does not interfere with an operation of the suspension spring, and an advanced position, in which it interferes with the operation of the suspension spring in a way that the stiffness of said suspension spring is increased
Implementation Method 2
The wheel suspension arrangement further comprises a biasing means configured to bias said control member towards said retracted position
Data Source
AI summary
A wheel suspension arrangement including a suspension spring, at least one control member arranged to control a stiffness of said suspension spring. The control member is displaceable relative to said suspension spring between a retracted position, in which the control member does not interfere with an operation of the suspension spring, and an advanced position, in which it interferes with the operation of the suspension spring in a way that the stiffness of said suspension spring is increased. The wheel suspension arrangement further includes a biasing means configured to bias said control member towards said retracted position.