Interconnection Systems TRIZ Cases

Longitudinal fiber arrangements enclose bearing mounts in a single-piece composite link, reducing weight while improving vibration damping.

A wheel suspension system uses a control member to reduce relative rotation between the carrier and transverse control arm.

Independent fluid lines connect a single valve to two piston mechanisms, preventing warp forces and maintaining roll stiffness during height changes.

Segmented housing parts enclose transmission and electric machine modules within a longitudinal control arm, reducing assembly effort and production costs.

A fluidically sprung chassis uses double-acting cylinders to stabilize vehicle roll on level terrain.

Direct coupling of male-female joint-part shafts eliminates intermediate tubular members, reducing lateral width and component count.

Support apparatus integrates heat shield to block exhaust thermal radiation, preventing bushing overheating while maintaining ground clearance.

An asymmetric leaf spring with tapered surfaces and a bumper adjusts roll stiffness while reducing mass.

Load state detection prevents tipping by compensating hydraulic pressures before activation, maintaining vehicle stability.

A bushing kit uses a common housing with slotted recesses to accept interchangeable sleeves for various sway bar diameters.

Integrating hydraulic suspension components within a central housing reduces fluid line length and pressure losses while minimizing assembly steps.

Controller adjusts air mass in vehicle air springs using pressure and position sensors to maintain target corner forces.

Crosswise hydraulic cylinder connections with an active pump resolve roll stabilization complexity by managing pressure differences during cornering.

Rear-protruding torsion beams expand wheel spacing to distribute lateral forces and improve ride quality.

Rear inclined battery support structure reduces vehicle body weight while maintaining capacity.

Active MEMS bearings adjust twist beam axle stiffness dynamically, resolving the trade-off between toe stability and damping capability.

A non-passive stabilizer switches roll compensation roles with vibration dampers based on transverse acceleration levels.

Non-rectilinear cross bracing edges absorb torsional forces through elastic deformation, reducing weld bead peeling at docking zones.

A roller-based sliding unit converts sliding friction to rolling friction in active roll control mechanisms.

Elastic members and dampers in the arm structure dissipate road impacts, maintaining structural strength while reducing device complexity.

Servo actuators adjust suspension height based on inertial measurements to counteract road-induced tilt and stabilize the platform.

Active fluid control in the suspension arm resolves the trade-off between mobility over rough terrain and stability during firing operations.

Multi-part side assemblies replace unitary steel axles, enabling material optimization and tolerance compensation through plug-in connections.

Segmented elastomeric springs eliminate bulky axles, reducing trailer assembly complexity while maintaining vibration dampening.

A steerable wheel suspension uses a bent coupling rod to reduce disruptive steering moments.

Lines pass through bearing openings nested within the subframe to protect against damage while reducing route length.

A rear axle uses a bent transverse leaf spring to provide suspension support and roll stabilization within a compact vehicle space.

An active torsion bar system adjusts vehicle ride height using an actuator and electronic control unit.

Reinforcement plates connect to a torsion beam cross member bottom web via punctiform joints.