Hydraulic suspension system for car

A suspension system for a car utilizing hydraulic cylinder units on each wheel connected by fluid hoses in order to shift the stiffness of their shock absorbing effect depending on the turning radius and speed of the vehicle in order to prevent the car from flipping over during high speed turn arounds.

BACKGROUND OF THE INVENTION 
It has been observed from stability test of cars, that cars turn over when 
turning around if the velocity, V is greater than N(gdr/h), wherein, 
V is the velocity of the car in turning around 
g is the gravity of earth 
d is half of the distance from a left wheel to a right wheel at either the 
front or the rear of the car 
r is the radius of the car's turning circle 
h is the altitude of the center of gravity of the car in turning around. 
The velocity of the car in turning arond V, depends on d, r and h. If r & h 
are constant, a relatively larger value of a d permits V to have a larger 
value; but if d is constant, a larger value of h or a larger value of V 
causes the car to easily turn over. Therefore, d and h are very important 
factors to a car's stability which should be considered when the car is 
designed. 
Theoretically, a turning object always withstands the tendency by its 
center line of gravity to cross its grounded point perpendicular to the 
earth. When a car turns around, its outer wheels are pushed downward so 
that the car will turn over if all those factors suit the equation 
V&gt;N(gdr/h). 
Conventional suspension systems of cars feature respectively one hard type 
and one soft type. The hard type has as one of its advantages to resist 
the tendency of the car to turnover but provides little comfort to the 
travellers (riders). On the other hand, the soft type of suspension system 
provides a comfortable feeling to the travellers but increases the 
possibility of the car being turned over. 
The main object of this invention is to provide a comfortable car while 
also improving its suspension system so it can resist to a greater extent 
that its original design the tendency of the car to turnover in turning 
around. 
SUMMARY OF THE INVENTION 
The present invention seeks to overcome the disadvantages described above 
and provide greater comfort and security to travellers (riders). A 
separate circulatively kink-looped hydraulic cylinder unit pair is 
separately mounted on opposite wheels of each row of wheels (the front row 
of wheels and the rear row of wheels) as shock absorbers. Each hydraulic 
cylinder pair features two cylinder units, one for each wheel, each with 
one main cylinder and one sub-cylinder, each main cylinder having one hose 
connected from its top to the sub-cylinder of the opposite cylinder unit 
to form a circulative hydraulic system performing a shock-absorbing 
function when the cylinder units are secured to a car (with their cylinder 
bottoms mounted to the car base-frame and their piston rods to the car 
body). In the present invention hydraulic system, moreover each cylinder 
unit has an associated interrupter employed in the hose which acts as a 
switching device for controlling liquid circulation of the hydraulic 
system. These interrupters are connected to an operated by the steering 
system of the car. When the car turns around to the left (right) the 
steering system shuts down the interrupter on one side and causes the 
right (left) side cylinders to be less elastic and therefore makes the 
left (right) side of the car to be difficult to be lifted, thus provides 
relatively greater stability to the car in high-speed turning. 
Other objects and functional and structural features will be apparent from 
the following description taken with the accompanying drawings.

On FIG. 1, two cylinder units are separately suspended on the right-wheel 
and left wheel of the front (or rear) part of a car with circulation hoses 
connected from top chambers A.sub.1 & A.sub.1 ' of main cylinders 1 and 1' 
to top chambers B.sub.1 ' & B.sub.1 of sub-cylinders 2' and 2 respectively 
to form a circulatively kink-looped cylinder pair. Two of these cylinder 
pairs along with conventional springs on both rows of wheels (front & rear 
wheels) of a car form a whole suspension system of the car. When the car 
runs on an undulation surface and shocks the car itself, the pistons 11 & 
11' will be forced inwardly and resiled outwardly to absorb car shock. In 
the piston inward travel, pressure might be exerted successively through 
liquid in chambers A.sub.2 (or A.sub.2 '), B.sub.2 (or B.sub.2 '), B.sub.1 
(or B.sub.1 ') and hose 3 (or 5), and then through liquid in chamber 
A.sub.1 ' (or A.sub.1) of another cylinder 1' or (1) to cause an unified 
circulation of the contained liquid. Pressure is also the same backwardly 
for the outward travel of the pistons 11 and 11'. When the liquid is 
inward flowing, liquid in chamber A.sub.2 (or A.sub.2 ') flows through 
channel 12 (or 12') to chamber B.sub.2 (or B.sub.2 ') and lifts driven 
piston 21 (or 21') outward. When liquid impacts the driven piston 21 (or 
21'), an air-cushion C (or C') inside driven piston 21 (or 21') acts as a 
buffer absorbing a certain portion of the car shock. When liquid is 
outward flowing, liquid from chamber B.sub.1 (or B.sub.1 ') presses driven 
piston 21 (or 21') inwardly forcing liquid in chamber B.sub.2 (or B.sub.2 
') to flow to open check valve 13 (or 13') and into chamber A.sub.2 (or 
A.sub.2 ') to lift piston 11 (or 11'). At this time check valve 13 (or 
13') acts as a buffer absorbing a certain portion of the car shock. If 
these two liquid flowings take place at the same time separately from 
cylinder 1 and cylinder 1' (as for example, while one row of wheels 
crosses a pothole) or if the liquid flowing is blocked by the functioning 
of one of the interrupters 4 or 4' (while the car is turning around), both 
driven pistons 21 and 21' will not travel and air-cushion C and/or C' and 
check valve 13 and/or 13' perform most of the shock absorbing function for 
the car. 
On FIG. 3, the present invention interrupter is shown comprising one main 
body 43, one plate controller 42 and one shaft 41. One liquid channel 431 
is bored in main body 43 and one shaft hole 432 is bored in the center of 
the main body 43, for placing shaft 41 through them. Packing 433 is sealed 
around the fitting hole 432 for preventing possible liquid leakage. On the 
opposite side of one-half of main body 43, there is one indented round 
portion 434 for receiving the plate controller 42. Plate controller 42 is 
a round plate except one vacant portion 422. When plate controller 42 is 
in a first angle of rotation, vacant portion 422 permits liquid to flow 
through liquid channel 431, but when plate controller 42 is turned to a 
second angle of rotation, the vacant plate controller 42 covers liquid 
channel 431 and therefore liquid flow is blocked. One shaft fitting hole 
421 is in the center of the plate controller 42 for fitting the shaft 41 
and to enable plate controller 42 to be turned together with the shaft. 
The two halves of main body 43 are screwed together for keeping plate 
controller 42 secure. 
FIG. 2 is a configuration of the present invention interrupter shown in 
relation to the steering system of a car. For instance, when steering 
wheel 6 turns right, mid rod a and transmission rod b, move left, 
connecting rod C turns the left wheel d and rod C' pulls the right wheel 
d', together turning the wheels to the right. At the same time "L"-shape 
rod f and reversed "L" ()-shape rod f' are turned counterclockwise. The 
shafts 41 & 41' are fitted respectively to the bent corner of rods f and 
f' as fulcrum points of the rods f & f', and liquid channels 431 & 431' 
are placed in relation to plate controller 42 & 42' in such a way that 
when both shafts 41 and 41' turn in one direction, plate controller 42 and 
42' can only shut one of liquid channel 431 and 431', as FIG. 2 shows. 
Therefore, when the car turns right, the left interrupter 4 is closed so 
that the outer circle side of the car when it is turning has less vertical 
elasticity and makes lifting the car about its outer side (left side) much 
more difficult. But the right cylinder still has elasticity to enable the 
inner side (right side) of the car to rise on the road to complete the car 
turning around to right. During such turning to the right a semi-spherical 
rubber 72', on FIG. 1, in liquid spare chamber 7' on the upper wall of 
main cylinder 1' fills with liquid to supply chamber A.sub.1 ' to enable 
piston 11 to travel down. Rods f and f' also draw respectively wires g and 
g' to turn rods i and i' and therefore turn the plate controllers 42 and 
42' of the rear interrupters to synchronously control the liquid flow of 
the rear hydraulic cylinder pair. Springs k & k' respectively draw wires g 
& g' for resetting all the plate controllers in position when the car is 
driving straight. Stoppers j & j' hold the rods i & i' and wires g & g' 
back but not excessively.