Here is a graphic of one corner under compression and what that does. The blue and green are nothing more than the mechanical links, they sit on either side of the rams. As the shock is compressed that displaces one ram into the cylinder, that transfers the force over to the other cylinder and displaces that ram the same amount. The top of both of the connected shocks act in unison. When the fluid is displaced, it has valving it goes through that is for both tops of the shocks, compression and rebound. In this case, as the tire rolls over the rock, the brown, regular individual shock, compresses. Because the ram above it has to compress two springs, the bottom portion compresses 2 inches for every one inch of the top. Because it is connected diagonally, the rear passenger tire is being lifted up an inch, which in reality means that corner is dropping down an inch. That acts the same as a diagonal sway bar. Back to the rock you're going over. In a conventional system, when the front tire rolls over the rock and the shock compresses, it is lifting the vehicle up. It's like a long plank with a weight in the middle and you're lifting one end of it. With the Cross Link, as you start to lift the front, the back end is dropping down. Now it's like you have a long plank with weight on it, but there is a pivot point in the middle like a teeter totter. This means your center of mass is moving less to go over the same obstacle. Not only does that reduce the force needed to go over the top of the obstacle, but also the force needed when the vehicle comes back down.Why do you need the green and blue fluids? It seems redundant. Is it because of the valving? Enjoying following along and learning.
A shock absorber is nothing more that a spring and a damper (some are pretty fancy). The ram is neither, but it does provide for the transfer of force to another part of the vehicle and for the movement of fluid, and where you have movement of fluid you can apply a valve to dampen the movement and I added springs to counter the weight. If you take the top half of both shocks, that is the same function that the center shocks in my 6 shock mechanical system was performing.
If you hit the front brakes, both front shocks start to compress, as they compress they also lower the rear end which reduces your dive. As you accelerate, the back compresses and as they compress it lowers the front end keeping it in touch with the ground and counter typical lift. As you corner and the outside tires start to compress, it compresses the inside shocks which lowers the inside ride height. This also lowers your roll center and center of gravity. The harder you corner, the more it compresses and the faster you can take the curve. You can set up for the corner by either touching the brakes...which lowers the vehicle, or hitting the gas...which lowers the vehicle...or just turn.
The valving on the shared top section of the two shocks is set for a spring weight and weight percentage of twice that of the individual shock. Instead of having to set the rebound slow because you have so much spring pushing you off a bump, the valving is set slower to correspond with the heavier weight and spring rate of the combined system and it is set faster of the individual cylinder, this means that the wheel can react quickly to stay in contact with the ground regardless of how deep into the stroke you are. More contact with the ground = more control.
Variables: There are so many ways to tune this for the performance you want. I arbitrarily set it at 50/50 for 50% wheel travel for individual shock and 50% travel for shared shock. You can have 25/75 or 75/25. You can have dual rate springs on the bottom to active the shared shock faster or dual rate on the top for quick initial and sharing and strong final hit. Same with the valving. So many options and it all will affect how the vehicle performs. There is a LOT of R&D to do on this system to really characterize the variables, but that's what R&D is all about.
This gives you a greater range of situations it can handle in one set up, it also allows for much more tuning for specific situations. It's a whole new game.