OPERATION

TECHNICAL FIELD The present disclosure relates to suspension systems of vehicles, for example of electrical vehicles. Moreover, the present disclosure is concerned with the methods of operating aforesaid suspension systems of vehicles, for example of electrical vehicles. Furthermore, the present disclosure relates to software application recorded on machine-readable data storage media, wherein the software application is executable upon computing hardware for implementing aforementioned methods.

BACKGROUND

Conventionally, a performance of a vehicle depends upon a suspension system employed in the vehicle along with an ability of the vehicle to generate torque, to implement work (measured, for example, in horsepower or kW), to provide acceleration and a fuel efficiency of the vehicle. Typically, a suspension system is employed to provide steering ability to a driver of a given vehicle and ensure comfort of passengers of the vehicle. Furthermore, the suspension system of the vehicle enhances friction, for example maximizes friction, between tires ("tyres") of the vehicle and a road surface supporting the vehicle to ensure superior handling of the vehicle. In addition, the suspension system of the vehicle increases safety of the vehicle and may avoid potentially many road accidents. Furthermore, high performance vehicles are required to operate under standard road conditions that may include irregularities such as loose gravel, potholes, speed bumps, and so forth.

Generally, conventional suspension systems employed in vehicles use coil suspension springs with oil-filled dampers accommodated within a volume encircled by the coil suspension springs. Such conventional suspension systems provide a fixed suspension performance characteristic that is sufficient to provide a comfortable ride on a smooth surface. However, such conventional suspension system may not provide shock absorption on highly rough, uneven surfaces. Furthermore, conventional suspension system may not adapt according to the surface of a road. In addition, the conventional suspension system may not adapt according to the experience desired by driver of the vehicle. Additionally, the conventional suspension systems may provide a first-order frequency response in terms of isolating the vehicle chassis from noise of the road.

Therefore, in light of the foregoing discussion, there exist problems associated with conventional suspension systems.

SUMMARY

The present disclosure seeks to provide an improved suspension system of a vehicle, for example for an internal combustion engine vehicle and an electrical vehicle.

Moreover, the present invention seeks to provide an improved method of operating a suspension system of a vehicle, for example for an internal combustion engine vehicle and an electrical vehicle. According to a first aspect, there is provided a suspension system of a vehicle, wherein the vehicle includes a chassis supported via suspension arrangements onto a plurality of wheels, wherein the suspension arrangements are operable to employ one or more spring- damper arrangements, wherein the spring-damper arrangements are operable to employ a damper implemented by a rheological vibration damper, characterized in that the rheological vibration damper employs a damping material whose viscosity is modulated by a magnetic field applied thereto, wherein the magnetic field is derived in operation from :

(i) an electromagnet; and/or

(ii) a permanent magnet arrangement whose field is coupled to the damping material via a servo-adjustable magnetic keeper arrangement operable to regulate magnetic reluctance of the permanent magnet arrangement.

The present disclosure seeks to provide an efficient suspension system of a vehicle, for example an electrical vehicle; moreover, the suspension system may also provide adaptive damping of vibrations and shocks experienced by the aforementioned vehicle.

According to a second aspect, there is provided a method of operating a suspension system of a vehicle, wherein the vehicle includes a chassis supported via suspension arrangements onto a plurality of wheels, wherein the suspension arrangements are operable to employ one or more spring-damper arrangements, wherein the method includes arranging for the spring damper arrangements to employ a damper implemented by a rheological vibration damper, characterized in that the rheological vibration damper to employ a damping material whose viscosity is modulated by a magnetic field applied thereto, wherein the magnetic field is derived in operation from :

(i) an electromagnet; and/or (ii) a permanent magnet arrangement whose field is coupled to the damping material via a servo-adjustable magnetic keeper arrangement operable to regulate magnetic reluctance of the permanent magnet arrangement. Optionally, the vehicle is an electrical vehicle.

According to a third aspect, there is provided a software product recording on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing a method of operating a suspension system of a vehicle.

Optionally, the vehicle is an electrical vehicle.

It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.

The present invention is included in the general business context, which aims to substitute vehicles powered by traditional fuels, for example gasoline or diesel, by electric vehicles. In particular, the present invention is intended for use in electric vehicles used within cities, which can be highly beneficial to the local environment due to significant reduction of gaseous emissions as well as significant reduction of noise. Overall environmental benefits can also be significant when electric vehicles are charged from renewable energy sources. DESCRIPTION OF THE DRAWINGS

The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.

Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:

FIG. 1 is a perspective view of a chassis of an electrical vehicle, in accordance with an embodiment of the present disclosure;

FIG. 2 is a block diagram of a spring damper arrangement, in accordance with an embodiment of the present disclosure;

FIGs. 3 and 4 are schematic illustrations of a rheological vibration damper, in accordance with an embodiment of the present disclosure; and

FIG. 5 is an illustration of steps of a method of operating a suspension system of an electrical vehicle, in accordance with an embodiment of the present disclosure. In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non- underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non- underlined and accompanied by an associated arrow, the non- underlined number is used to identify a general item at which the arrow is pointing .

DESCRIPTION OF EMBODIMENTS

In overview, embodiments of the present disclosure are concerned with improved suspension systems of vehicles, for example of internal combustion engine vehicles and electrical vehicles. Referring to FIG. 1, there is shown an illustration of a perspective view of a chassis 100 of an electrical vehicle (not shown), in accordance with an embodiment of the present disclosure. The electrical vehicle includes a suspension system associated with the chassis 100. Specifically, as shown, the electrical vehicle includes a chassis 100 supported via suspension arrangements 102 onto a plurality of wheels (not shown) . The chassis 100 includes a pair of front wheels and associated front wheel suspension arrangements 102. Furthermore, the chassis 100 includes a pair of rear wheels and associated rear wheel arrangements (not shown) . Optionally, the suspension system comprises a transverse roll bar (not shown) mutually linking the front wheel suspension arrangements 102. Furthermore, the suspension arrangements 102 are operable to employ one or more spring-damper arrangements 104 and one or more coil springs 106. It will be appreciated that the spring-damper arrangements 104 are operable to dampen (or absorb) vibrations that are experienced by the electrical vehicle during operation thereof. For example, in operation, the electrical vehicle may be driven on a road with irregularities such as loose gravel, stones, potholes, speed bumps, and so forth. In such instance, when the vehicle drives over such irregularities, one or more of the wheels of the vehicle may experience a vertical deflection. Furthermore, the vertical deflection of the one or more wheels is compensated by compression of the coil springs 106. However, during expansion of the compressed coil springs 106 to its original state, vibrations are experienced by the coil springs 106. In such instance, the spring-damper arrangements 104 are operable to dampen the vibrations experienced by the coil springs 106 to enable a comfortable driving experience for passengers of the electrical vehicle.

Referring to FIG. 2, there is shown an illustration of a block diagram of the spring damper arrangement 104, in accordance with an embodiment of the present disclosure. The spring damper arrangements 104 are operable to employ a damper implemented by a rheological vibration damper 202. As shown, the spring damper arrangement 104 is coupled to the electrical vehicle via mounts 204, 206. In an example, the mount 204 is coupled to the chassis 100 of the electrical vehicle and the other mount 206 is operatively coupled to the pair of front wheels of the electrical vehicle.

The spring damper arrangements 104 are operable to employ a damper implemented by the rheological vibration damper 202. Optionally, the term theological vibration damper' as used herein relates to a damper that is configured to use rheological fluid as damping material to dampen the vibrations generated by the plurality of wheels of the electrical vehicle. More optionally, the rheological fluid undergoes a change in its properties when a magnetic field is applied therethrough. Referring to FIG. 3, illustrated is a schematic illustration of a rheological vibration damper 302, in accordance with an embodiment of the present disclosure. Optionally, the rheological vibration damper 302 (such as the rheological vibration damper 202 of FIG. 2) employs a damping material whose viscosity is modulated by a magnetic field applied thereto, wherein the magnetic field is derived in operation from a permanent mag net arrangement 304 whose field is coupled to the damping material via a servo-adjustable magnetic keeper arrangement 306 operable to regulate magnetic reluctance 308 of the permanent magnet arrangement 304.

Optionally, the rheological vibration damper 302 comprises a first cylinder 310 and a second cylinder 312. More optionally, the damping material may be provided in a volume 314 between the first cylinder 310 and the second cylinder 312. Yet more optionally, the second cylinder 312 may concentrically slide relative to the first cylinder 310. In an example, the first cylinder 310 and second cylinder 312 may comprise a piston-cylinder assembly. Optionally, the rheolog ical vibration damper 302 comprises bushings that a re operable to keep the two cylinders 310 and 312 in an accurate concentric configuration as the two cylinders 310 and 312 slide relative to one another when in operation. In an example, the bushings are made of a non-ferromagnetic material, such as nylon.

Optionally, the damping material in the volume 314, between the first cylinder 310 and the second cylinder 312, undergoes compression and expansion based on the position of the second cylinder 312. Furthermore optionally, the damping material of the rheological vibration damper 302 includes a mixture of ferromagnetic particles, an oil and an anti-coagulation agent. More optionally, the ferromagnetic particles are dispersed randomly within the oil when the magnetic field is not applied across the rheological vibration damper 302. Furthermore, the ferromagnetic particles align in chain-like structures along magnetic field lines when the magnetic field is applied across the rheological vibration damper 302. Specifically, the oil of the damping material is operable to absorb shocks, generated in the plurality of wheels of the electrical vehicle, by undergoing compression. However, the amount of shock absorbed by the oil is substantially low.

Optionally, when the magnetic field is applied across the rheological vibration damper 302, the chain-like structures modify viscosity of the damping material by changing its rheological properties. Specifically, the viscosity of the damping material changes depending on the magnetic reluctance 308 applied across the rheological vibration damper 302. More specifically, the chain-like structures can absorb mechanical forces applied to the second cylinder 312. It will be appreciated that the change (or increase) in viscosity of the damping material can absorb additional vibrations experienced by high performance vehicles. Consequently, the chain-like structures may break down after substantial absorption of the vibrations, thereby increasing a damping capacity of the damping material. Furthermore, presence of an anti-coagulant in the damping material ensures that the ferromagnetic particles do not coagulate into a solid mass and may remain dispersed in the oil.

Optionally, the amount of mechanical forces absorbed by the damping material is directly proportional to the magnetic reluctance 308 applied across the rheological vibration damper 302. More optionally, the magnetic reluctance 308 is regulated by the servo- adjustable magnetic keeper arrangement 306. Optionally, the magnetic field is derived in operation from an electromagnet. Furthermore, a magnetic reluctance of the electromagnet applied across the rheological vibration damper 302 is regulated by the current flowing through the electromagnet. In addition, the current for the electromagnet is derived from a battery unit of the electrical vehicle.

Referring to FIG. 4, there is shown a schematic illustration of the rheological vibration damper 302, in accordance with an embodiment of the present disclosure. As shown, the permanent magnet arrangement 304 is associated with the rheological vibration damper 302. Optionally, the permanent magnet arrangement 304 comprises a fixed part 402 and 404 that is associated with the rheological vibration damper 302 and a movable part 406 that is operatively coupled to the fixed part 402 and 404 by the servo- adjustable magnetic keeper arrangement 306. More optionally, the servo-adjustable magnetic keeper arrangement 306 is a slider arrangement operable to move the movable part 406 with respect to the fixed part 402 and 404 to regulate magnetic reluctance.

Optionally, the magnetic reluctance of magnetic circuit, implemented by the permanent magnet arrangement 304, is dependent on position of the movable part 406 with respect to the fixed part 402 and 404. More optionally, the servo-adjustable magnetic keeper arrangement 306 is operable to move the movable part 406 to adjust the magnetic reluctance of the magnetic circuit. Furthermore, the magnetic reluctance of the magnetic circuit modulates the viscosity of damping material in the volume 314 between the first cylinder 310 and the second cylinder 312. Consequently, degree of damping provided by the rheological vibration damper 302 is modulated by a change in viscosity of the damping material. Additionally, the operation of servo-adjustable magnetic keeper arrangement 306 is controlled by driver of the electrical vehicle as described herein later.

Optionally, the magnetic circuit implemented by the permanent magnet arrangement 304 may induce opposite magnetic polarity (such as north and south poles of a bar magnet) on opposite ends of the rheological vibration damper 302. More optionally, the ferromagnetic particles in the damping material align in chain-like structures and the damping material acts like an elastic solid to absorb vibrations (or shocks). Optionally, the magnetic circuit of the permanent magnet arrangement 304 may comprise a permanent magnet 408 for inducing magnetic fields in the fixed part 402 and 404, and the movable part 406.

Optionally, the servo-adjustable magnetic keeper arrangement 306 comprises a servomotor. For example, the servomotor may be operable to drive a pinion gear that is operable to move a rack and the movable part 406 that is coupled thereto. Furthermore, the electric motor may derive power from the battery unit of the electrical vehicle, in an event when motion of the pinion is required. Alternatively, optionally, the servo-adjustable magnetic keeper arrangement 306 is a motorized sliding ring collar to implement a compact arrangement of the suspension arrangement.

Optionally, the movable part 406 is operable to move with respect to the fixed part 402 and 404 to provide different positions, to regulate the magnetic coupling between the permanent magnet arrangement 304 and the rheological vibration damper 302. In one position, the movable part 406 may not be in contact with the fixed part 404 to provide a low magnetic coupling therebetween. In such position, by moving the movable part 406 away from the fixed part 404, air that has lower magnetic permeability as compared to the movable part 406 is allowed into the magnetic circuit. Subsequently, the air present between the movable part 406 and fixed part 404 may serve as a dielectric for a transfer of magnetic field. Furthermore in such position, the magnetic reluctance of the magnetic circuit may be substantially low. In an alternate position, the movable part 406 may be in contact with the fixed part 404. In such position, magnetic coupling may be intermediary. In yet another alternate position, the movable part 406 may overlap on the fixed part 404 to provide a high magnetic coupling. In such position, the magnetic reluctance of the magnetic circuit may be high. Furthermore in such position, the magnetic circuit may provide sufficiently high magnetic field, to the rheological vibration damper 302, to absorb shocks (or vibrations) of a high magnitude. It will be appreciated that the configuration of the magnetic circuit shown in FIG. 4 is for illustrative purposes only and other configurations are possible without departing from a scope of the invention. For example, the magnetic circuit may be a hollow circular ring with a cavity and the movable part 406 may be operable to be arranged into the circular ring to complete the magnetic circuit.

Optionally, an operation of the rheological vibration damper 302 is controlled from a software application management and infotainment arrangement that is provided with a graphical user interface for providing for user-adjustment of parameters of the suspension system of the electrical vehicle. More optionally, operation of the servo-adjustable magnetic keeper arrangement is controlled from a software application management and infotainment arrangement that is provided with a graphical user interface for providing for user- adjustment of parameters of the suspension system of the electrical vehicle.

Optionally, the term ^{^} software application management and infotainment arrangement' (SAMI) as used herein relates to a device- functionality software and/or an operating system software configured to execute other application programs and interface between the application programs and associated hardware (such as display, processor, memory, CAN bus, sensor and so forth). Specifically, the software application management and infotainment (SAMI) arrangement may be a computing platform, wherein a plurality of computer programs (namely "software applications") may be installed. More specifically, the software application management and infotainment (SAMI) arrangement may be operable to accept data for performing data analysis, strategic control and reporting to a user of the electrical vehicle. In an embodiment, the system software defined herein may include a firmware and operating system that may be executed by a single and/or a plurality of processors. In such embodiment, the term ^{^} firmware' used herein relates to processor routines that are stored in non-volatile memory structures such as read only memories (ROMs), flash memories, and so forth. Furthermore, the operating system may interact with the firmware for providing the computing platform in which plurality of computer programs may be installed and executed.

Optionally, the graphical user interface (GUI) facilitates interaction between a user (such as a driver of the electrical vehicle) and the software application management and infotainment (SAMI) arrangement. Optionally, the graphical user interface (GUI) may be displayed on a display terminal within the electrical vehicle, such as a display panel of a computer. More optionally, the graphical user interface (GUI) may include control options, on-screen keyboards and pull-down menus to receive input from the user. Specifically, the user may interact with the graphical user interface (GUI) by employing voice input, keypad input, gesture input, and so forth. Optionally, software application management and infotainment arrangement is associated with the data processing arrangement of the electrical vehicle. In an example, the graphical user interface provides the driver of the electrical vehicle with an option to select among various driving modes such as "comfort", "economy" , "sport" and so forth. In such instance, each driving mode is associated with a different set of parameters of the suspension system of the electrical vehicle. For example, the "comfort" driving mode is associated with maximum damping of vibrations experienced by the electrical vehicle. Consequently, servo-adjustable magnetic keeper arrangement 306 may move the movable part 406 to overlap the fixed part 404 to provide high magnetic coupling. In another example, the "sport" damping mode is associated with relatively less damping of vibrations experienced by the electrical vehicle. Consequently, servo-adjustable magnetic keeper arrangement 306 may move the movable part 406 to be in relatively less contact with the fixed part 404 to provide high magnetic coupling. In yet another example, the user interface allows the driver to select a level of driving comfort on a scale of one to ten, wherein level one is associated with least damping provided to the vibrations experienced by the electrical vehicle and level ten is associated with maximum damping that it provided to the vibrations experienced by the electrical vehicle. Consequently, the servo-adjustable magnetic keeper arrangement 306 may move the movable part 406 with respect to the fixed part 404 according to the level of damping selected by the user.

More optionally, the software application management and infotainment arrangement is operable to use a navigation system of the vehicle, for example Global Positioning System (G.P.S), in a manner that conditions of upcoming locations can be determined. In such a case, the software application management and infotainment arrangement will operate the servo-adjustable magnetic keeper arrangement to move the movable part with respect to the fixed part of the permanent magnet arrangement to regulate magnetic reluctance according to the conditions for example, the topographic conditions, weather conditions and so forth. In an example, the electrical vehicle might be moving on a smooth road and the navigation system determines the upcoming road to be rough. Subsequently, the software application management and infotainment arrangement may notify the user, through its graphical user interface (GUI), about the upcoming conditions. In one case, the software application management and infotainment arrangement will suggest the user to adjust the parameters of the suspension system. In another case, the software application management and infotainment arrangement may operate automatically to adjust the parameters of the suspension system to provide a high level of damping. Furthermore, similar adjustments may be made to the parameters of the suspension system with respect to the road conditions for example, such as uneven roads, smooth roads and the like

Optionally, the suspension system described herein is operable to be implemented for vibration (or shock) absorption in conventional vehicles provided with internal combustion engines. Referring to FIG. 5, there is shown an illustration of steps of a method 500 of operating a suspension system (such as the suspension system 102 of FIG. 1) of an electrical vehicle having a chassis supported via suspension arrangements onto a plurality of wheels, in accordance with an embodiment of the present disclosure. At a step 502, one or more spring damper arrangements are employed in the suspension arrangements. At a step 504, the spring damper arrangements are arranged to employ a damper implemented by a rheological vibration damper. The steps 502 to 504 are only illustrative and other alternatives can also be provided where one or more steps are added, one or more steps are removed, or one or more steps are provided in a different sequence without departing from the scope of the claims herein. Optionally, the method includes arranging for the rheological vibration damper to employ a damping material whose viscosity is modulated by a magnetic field applied thereto, wherein the magnetic field is derived in operation from an electromagnet, and/or a permanent magnet arrangement whose field is coupled to the damping material via a servo-adjustable magnetic keeper arrangement operable to regulate magnetic reluctance of the permanent magnet arrangement. More optionally, the method includes operating the servo-adjustable magnetic keeper arrangement to move the movable part with respect to the fixed part of the permanent magnet arrangement to regulate magnetic reluctance. Yet more optionally, the method includes controlling operation of the rheological vibration damper from a software application management and infotainment arrangement that is provided with a graphical user interface for providing for user- adjustment of parameters of the suspension system of the electrical vehicle.

Optionally, the method includes controlling operation of the rheological vibration damper from a software application management and infotainment (SAMI) arrangement that is provided with a graphical user interface for providing for user-adjustment of parameters of the suspension system of the electrical vehicle. More optionally, the method includes controlling operation of the servo- adjustable magnetic keeper arrangement from a software application management and infotainment arrangement that is provided with a graphical user interface for providing for user-adjustment of parameters of the suspension system of the electrical vehicle.

In an embodiment, the present disclosure provides a software product recorded on machine-readable data storage media, characterized in that the software product is executable upon computing hardware for implementing the aforementioned described method 500 of operating a suspension system (such as the suspension system 102) of an electrical vehicle. Such a software produced is relevant to operation of a suspension system of an electrical vehicle as described in the foregoing.

The suspension system for a vehicle, for example for an electrical vehicle but not limited thereto, of the present disclosure provides many benefits and enables adaptive damping of vibrations and shocks experienced by the electrical vehicle. The suspension system effectively provides an extremely high damping ratio of the vibrations (or shocks) experienced by the electrical vehicle. Beneficially, the high damping ratio may ensure a superlative ride quality, even in vehicles fabricated from light-weight materials. Furthermore, the suspension system may adapt according to ride experience desired by the driver of the electrical vehicle. Additionally, improved suspension arrangement may increase performance of the electrical vehicle by reducing, for example minimizing, energy dissipation due to vibrations. Beneficially, handling of the electrical vehicle may be enhanced by better damping of vibrations (or shocks).

Modifications to embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as "including", "comprising", "incorporating", "have", "is" used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.