Dual Hydraulic Stabilizer Control Apparatus

Abstract

A vehicle stabilization system is disclosed which include two double-acting hydraulic cylinders of the same size, each attached to a vehicle, chassis and the wheel hub assembly on an axle, each cylinder having a top chamber and a bottom chamber, a hydraulic system which includes two compression chambers disposed between the two double acting cylinders, and hydraulic lines coupling the top chamber of one double-acting hydraulic cylinder to the bottom chamber of the other double-acting hydraulic cylinder, and vice versa, and to the two compression chambers disposed therebetween, movement of a first axel of a first chassis with respect to a second axel of the first chassis causes an increase in pressure in one of the two compression chambers and a decrease in pressure in the other of the two compression chambers, thereby providing a hydraulic coupling between the two axels.

Claims

1. A vehicle stabilization system comprising: two double-acting hydraulic cylinders of the same size, each attached to a vehicle chassis and the wheel hub assembly on an axle, each cylinder having a top chamber and a bottom chamber; a hydraulic system comprising: two compression chambers disposed between the two double acting cylinders; and hydraulic lines coupling the top chamber of one double-acting hydraulic cylinder to the bottom chamber of the other double-acting hydraulic cylinder, and vice versa, and to the two compression chambers disposed therebetween, wherein, movement of a first axel of a first chassis with respect to a second axel of the first chassis causes an increase in pressure in one of the two compression chambers and a decrease in pressure in the other of the two compression chambers, thereby providing a hydraulic coupling between the two axels.

2. The system of claim 1, wherein incompressible fluid is selected from the group consisting of air, nitrogen, argon, CO.sub.2, or a combination thereof.

3. The system of claim 1, further comprising a valve disposed between the two compression chambers, where opening of the valve results in hydraulic decoupling between the two axels.

4. The system of claim 3, wherein the valve is an electronic valve.

5. The system of claim 1, wherein the hydraulic system has a pressure between about 10 PSI and about 100 PSI when the one first and second axels are aligned with one-another.

6. The system of claim 5, wherein the pressure is between about 30 and about 70 PSI.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0011] FIG. 1 is a 2D side view of the apparatus of the present disclosure of two hydraulic cylinders connected by hydraulic lines between two tires. The connections create two distinct and independent hydraulic systems.

DETAILED DESCRIPTION

[0012] For the purposes of promoting an understanding of the principles of the present disclosure, reference will now be made to the embodiments illustrated in the drawings, and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of this disclosure is thereby intended.

[0013] In the present disclosure, the term “about” can allow for a degree of variability in a value or range, for example, within 10%, within 5%, or within 1% of a stated value or of a stated limit of a range.

[0014] In the present disclosure, the term “substantially” can allow for a degree of variability in a value or range, for example, within 90%, within 95%, or within 99% of a stated value or of a stated limit of a range.

[0015] The present disclosure provides a novel approach for anti-roll conditions. The apparatus of the present disclosure is directed to replacing sway bars in front and rear suspensions of a motor vehicle with two double acting hydraulic cylinders thereby hydraulically coupling one axel from the other in each of the suspensions rather than having a mechanical coupling resulting from the sway bars. Referring to FIG. 1, two double acting hydraulic cylinders 1 and 1′ are shown each filled with an incompressible working fluid 5. These cylinders are connected by hydraulic lines 2 and 2′. Each line connects the top chamber of a cylinder to the bottom chamber of the other, creating two distinct and independent hydraulic systems. There are two compression chambers 3 and 3′, each connected to each line. These compression chambers 3 and 3′are partially filled with the same working fluid 5 as the rest of the system, and partly filled with a compressible fluid 6. In the compression chambers 3 and 3′, depending on pressures, the compressible fluid 6 changes volume, so that when pressure drops, the compressible fluid 6 expands in volume and when pressure increases, the compressible fluid contracts in volume.

[0016] As differential motion occurs between the two axels (i.e., one axel 4 moves in the vertical direction with respect to other axel 4′, the overall volume of one hydraulic system will increase, while the volume of the other will decrease. The resistance to volume change will be dependent on the volume and pressure of the compressible fluid 6 inside the compression chambers 3 and 3′.

[0017] Optionally, an additional line can be installed connecting the two compression chambers, and closed off with a valve, such that when valve is open, then system is hydraulically decoupled. That is, if this valve is opened, the two hydraulic systems are combined, and relative motion of the wheels does not produce a change in the overall volume of the now combined system. This would essentially disable the system, allowing for independent wheel movement, which can be useful in certain off-road conditions, where displacement of the axels 4 and 4′ are desired. The valve can be an electronically controlled valve under control of a processor or by selection of a user.

[0018] The pressure of incompressible/compressible fluids 5/6 in each chamber 3 and 3′ when the axels 4 and 4′ are at the same height (i.e., no relative movement therebetween) is between about 10 PSI and 100 PSI, or more particularly between 30 PSI and 70 PSI. The compressible fluid is selected from the group consisting of air, nitrogen, argon, CO.sub.2, combinations thereof, or other compressible fluids known to a person having ordinary skill in the art. The incompressible fluid is typically hydraulic fluid, example, fluid used in brake lines, or other fluids known to a person having ordinary skill in the art.

[0019] While the compressible fluid 6 is shown to be at the top portion of the chambers 3 and 3′, it should be appreciated that the compressible fluid 6 and the incompressible fluid 5 may be intermixed in the fluid system of the present apparatus.

[0020] Those having ordinary skill in the art will recognize that numerous modifications can be made to the specific implementations described above. The implementations should not be limited to the particular limitations described. Other implementations may be possible.