Steering Linkages TRIZ Cases

A belt-linked dual front wheel layout improves knee walker steering grip, stability, and turning on uneven terrain.

An interference-fit coupling between the steering cylinder and axle part cuts extra parts and design changes while speeding assembly.

By raising the tie rod to upper control arm height, this knuckle layout improves protection, suspension leverage, and rear-end stability.

By comparing pinion and column angles in MDPS, this case improves steering hands-off detection accuracy for driver assist warnings.

Frequency extraction removes disturbance components from estimated rack force in SBW steering without filter delay, improving steering feel.

An integrated steering knuckle adds ball-joint articulation to increase rear wheel steering angle, cut turning radius, and improve maneuverability.

When steerable wheels hit angle or friction limits, added yaw moment from a second wheel set helps maintain stable vehicle turning.

Coaxial planetary gears and ECU-controlled holding devices coordinate tilt and steering to stabilize narrow-enclosed vehicles with lower power use.

Virtual linkage parameters turn rack command error into counter torque, restoring steering feel in steer-by-wire systems.

Filtered PID gains in the road wheel actuator improve steering response while reducing operation noise and tongue noise during reversals.

Sensor fusion predicts road bank angles ahead on unmapped roads, enabling proactive steering correction to reduce understeer and oversteer.

Rearward camera processing detects fast-approaching vehicles in the same lane and triggers alerts or vehicle control to mitigate traffic-jam rear impacts.

Stores torque offset during remote operation and reuses it in travel to correct steering sensor midpoint without cameras or extra sensors.

Adaptive Ackermann control uses vehicle data and driver preferences to adjust wheel angles for better cornering, fuel economy, and tire wear.

By comparing braking, forward steering, and reverse steering paths, the controller delays intervention to avoid structure-end collisions with less driver discomfort.

Preset-pattern checks block powertrain startup or trigger stop requests when steer-by-wire control exchanges look spoofed or unsafe.

A carousel wheel mode lets the tractor spin within its footprint while a counter-rotating load mount keeps elongated loads fixed in tight spaces.

Automatic calculation of steering control constants across vehicle states cuts manual tuning time while preserving control characteristics.

Desynchronized wheel steering and arm pivoting let aerial work platforms change wheel spacing without lifting, tire damage, or gravity-driven roll.

Separate winding-group control redistributes generator torque so negative current is absorbed safely without damaging steering electronics.

When steer-by-wire fails, coordinated rear-wheel steering and differential braking track target yaw rate to preserve vehicle stability.

By offsetting the actuator from the stationary shaft, this corner module expands steering range and stability without crowding the wheel interior.

A short motor-side feedback loop corrects wheel rotation quickly during parking, improving precision and reducing hesitation, pitching, and gear changes.

Crosswind detection during turning uses yaw and lateral acceleration checks to trigger partial braking and steering torque for lane stability.

A vertical under-bearing motor layout cuts industrial truck drive-unit footprint while preserving steering response and wheel serviceability.

Counter torque based on driver steering intent helps avoid collisions while limiting lateral acceleration for smoother assisted driving.

Vibration torque is raised only until rack motion appears, then held or reduced to preserve warning feel without disturbing steering stability.

Gaze and head-pose cues help predict maneuvers from early steering input, improving steer-by-wire response and stability.

A rotating carrier on a torsion beam enables rear-wheel steering while preserving battery space, structural integrity, and ride comfort.

A rotatable in-wheel motor interface enables continuous 360° steering while transmitting drive torque without stressing vehicle resources.

A telescopic camber tie-rod changes camber and toe together, simplifying front suspension geometry with fewer active parts.

A differential gear with dual actuators and locking units keeps steer-by-wire control available during actuator failure and prevents power dispersion.

Detects driver steering input from target-actual angle deviation and change rate to speed autonomous-to-manual handover and reduce counteractive torque.

By removing rocker arm sleeves and supports, this steering layout cuts weight, frees mounting space, and simplifies crane suspension assembly.

Minute deformation in spur and mounting gears changes steering behavior, helping symmetric vehicles gain understeering with lower cost.

Tangential wheel orientation and desynchronized arm pivoting let aerial work platforms change wheel spacing without tire wear or downhill drift.

A cross-linked pivot assembly lets vehicle wheels rotate at least 150 degrees apart for tighter turns without drag, slipping, or multipoint maneuvers.

A unitary axle beam with variable flanges, passages, and pockets cuts weight and assembly steps to lower manufacturing cost and fuel use.

When drowsiness is detected, steering input is idled and the wheel shakes while cruise and lane centering keep the vehicle under control.

Software adjusts steering ratio and hand wheel position from drift criteria to help drivers sustain vehicle slip angle during drifting.

Existing wheel-speed and steering sensors reconstruct the forward trace, enabling accurate reverse steering in trucks and buses without GPS.

By removing rocker arm sleeves and supports, this steering layout cuts weight, frees mounting space, and simplifies crane suspension assembly.

Variable weighting in the control evaluation function adapts steering and speed commands to azimuth, lane, and preceding-vehicle changes.

During obstacle avoidance, the controller lets drivers take over speed while automatic steering stays active to prevent steering delay and loss of control.

When one or two steerable wheels fail, compensatory angle and kinematic-center control preserves turning radius and vehicle stability.

Dynamic torque-based attenuation softens autonomous steering authority during driver input, reducing reaction force and discomfort.

Probabilistic steering torque and torque-rate modeling predicts left or right evasive intent earlier, helping threat avoidance steering react faster.

Feedback control uses tractor and fifth-wheel state sensing to keep articulated vehicles stable and on lane during tire bursts or punctures.

Threshold-based steering command switching reduces low-speed overshoot, weaving, and meandering while preserving vehicle path tracking.

A correction process uses nominal model torque error to sharpen steering response while reducing feedback parameter tuning effort.

A coaxial traction, steering, and planetary gear layout cuts master drive footprint and avoids precision frame machining in self-propelled vehicles.

A slip-diamond speed limit for steered axles balances lateral and longitudinal slip to improve stability in high-speed or low-friction turns.

A parallel motor and spur-planetary gear layout cuts steering axle height, eases mechanical loads, and reduces wear in industrial trucks.

When driver awareness drops during assisted driving, escalating prompts and autonomous parameter changes help restore engagement and safety.

Dynamic steering angle limits based on road curvature and speed help automated steering avoid sudden deactivation on curves.

An offset stationary shaft with pulley-belt steering frees wheel space and cuts kingpin offset for wider steering range and better stability.

Two steering-wheel switches and processor logic enable clear 4-wheel steering mode changes while reducing switch count, space use, and driver confusion.

Time-of-flight point clouds improve steering wheel object detection and hand/article classification when 2D image monitoring lacks spatial accuracy.

Coordinated tire angle correction aligns each wheel during lateral or oblique movement to reduce yaw rotation and improve parking accuracy.

Directly mounting the sensing unit on the control module removes separate cable links, saving space while preserving wheel angle detection.

Two motors, a hub, and suspension links are packaged into one corner module to improve ride comfort, durability, and electrical isolation.

Steering wheel rotation and AR-HUD lane selection let a steering-by-wire vehicle execute assisted lane changes without repeated turn signal use.

Steering angle and rate limits are tightened when one lane marker drops out, reducing abrupt lane-keeping corrections and stabilizing vehicle travel.

Baseline steering motor current is learned under normal conditions, then deviations trigger warnings to catch autonomous steering faults early.

Preselected steering characteristics let lane-keeping assistance match occupant preferences while keeping the vehicle centered in its travel lane.

A detachable user terminal remotely steers independent wheel modules, letting drivers reposition vehicles and exit safely in tight spaces.

Variable torque change rates tied to steering speed smooth driver takeover in autonomous driving and reduce abrupt steering feel shifts.

A two-switch steering wheel interface simplifies 4-wheel steering mode changes, reducing switch space and driver confusion.

Combined front and rear steering reduces yaw acceleration and jerk to ease occupant discomfort and kinetosis in automated driving.

Neural-network driver profiling adjusts lane offset in real time to reduce overcorrection, discomfort, and loss of driver confidence.

Applying motor torque to steered wheels while shifting brake force enables rolling during standstill steering, cutting tire wear and effort.

A seat-stored steering wheel deploys only in regions that require manual equipment, preserving cabin space and limiting unsafe travel by non-drivers.

Independent wheel steering, braking, camber, and toe control helps prevent rollover, improve cornering, and simplify parking.

Detecting tie-rod micro-buckling from rack force, wheel speed, and rotation data helps maintain straight driving and reduce tire wear.

Yaw-rate-based torque compensation helps SBW steering maintain clear counter-steer feedback during oversteer and understeer.

Real-time deviation between steering input and wheel angle boosts reaction force output to offset steer-by-wire response delay.

A flat planetary gearbox lets a differential swerve drive keep wheel power while cutting gearing complexity, size, and weight.

An articulated wheel leg combines drive, suspension, and actuators to control ride height, steering geometry, and oscillation during motion.

A 6-bar suspension with a connecting link, push rod, and rotary damper avoids arm-axle interference while preserving wheel stroke.

Upper and lower steering axles with low-friction spacing members enable wide wheel tilt, independent vertical travel, and stable steering.

Differential brake pressure steers a wheel when primary steering fails, while damping resists return to zero and suppresses oscillation.

A split first and second knuckle with a rotation restriction member cuts kingpin offset, limiting torque steer and bump-induced wheel steering.

Filling missing ground-model regions enables more complete road attributes and road damage detection for self-driving car control.

Forward engine packaging and a removable frame section preserve AWD traction and suspension travel in a smaller military utility vehicle.

Roll-rate-based torque loss correction improves rack force estimation, helping steering assist and reaction torque feel more natural.

Adaptive low-pass and notch filtering improves MDPS autonomous steering response while preserving stability under noise and belt slip.

Estimating lane-change steering angle from angle and angular velocity enables earlier torque assist activation while maintaining vehicle stability.

A feeling simulator restores damping and road-feedback cues when the steering shaft is decoupled, supporting drive-by-wire operation.

A single curved linkage and direct actuator connection deliver high differential steer angles in compact axle assemblies while reducing tire scrubbing.

Dynamic threshold learning lets one vehicle actuator adapt across model ranges while maintaining precise adjustment and damage protection.

By suppressing steering toward a nearer third obstacle, the vehicle can pass between primary obstacles with less occupant discomfort.

An elastically deformable bearing support simplifies steering housing assembly, cuts metal parts, and helps maintain quiet, stable shaft support.

Bending angle data from steering shafts is mapped to estimate tilt angle without a dedicated sensor, improving torque control reliability.

A control steered-angle limit and pre-applied steering reaction force keep the rack off the end stop, reducing impact noise and center deviation.

Separating wheel-angle correction from steering-wheel input keeps guide monitor displays aligned and reduces driver strangeness in steer-by-wire control.