Active Camber Control via Upper Arm Stroke Node Adjustment
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Solution Overview
Problem
Conventional active electric suspensions face limitations in reducing actuator size while improving camber angle adjustment performance at low power consumption, compromising steering feeling, ride comfort, and turning stability, and fail to prevent tire wear.
Innovation Solution
A vehicle control apparatus and method that adjusts the stroke node position of the upper arm based on vehicle speed and lateral acceleration values, allowing for automatic or manual control of camber angles to optimize turning posture control, reducing actuator size and power consumption while enhancing steering and ride comfort.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Volume of moving object
If the actuator size is reduced to miniaturize the active electric suspension, then the device complexity and power consumption are improved, but the camber angle adjustment performance deteriorates
Solution Approach 1:
The system performs preliminary action by adjusting the stroke node position of the upper arm before the turning maneuver begins. The controller determines the target stroke node position based on detected steering angle or steering torque, and adjusts the upper arm position in advance during a pre-control period. This preliminary positioning enables the camber angle adjustment to start from an optimized initial state, improving adjustment performance while allowing the use of smaller actuators.
Solution Approach 2:
The system implements dynamics by making the stroke node position adjustable and variable rather than fixed. The active camber device allows the stroke node position to be dynamically changed based on driving conditions (steering angle, steering torque, vehicle speed). This dynamic adaptability enables the system to optimize camber angle adjustment characteristics for different scenarios, maintaining high performance with compact actuators.
2Stability of the object's composition
If the camber angle adjustment is improved with conventional active electric suspension, then the turning stability is improved, but the steering feeling and ride comfort deteriorate
Solution Approach 1:
The system applies local quality by making different parts of the suspension system have different adjustable characteristics. Specifically, the stroke node position of the upper arm is locally adjusted independently to optimize camber angle behavior. This localized adjustment at the upper arm stroke node enables precise control over camber angle changes, improving turning stability while maintaining natural steering feel and ride comfort through targeted rather than uniform adjustment.
3Stability of the object's composition
If the camber angle is adjusted during turning, then the turning stability is improved, but the tire wear increases
Solution Approach 1:
The system implements feedback by continuously detecting steering angle or steering torque and using this information to adjust the stroke node position. The controller monitors the driver's steering input and automatically adjusts the upper arm position accordingly. This feedback mechanism ensures camber angle adjustment is precisely matched to actual steering conditions, improving turning stability while avoiding excessive or inappropriate camber changes that would cause increased tire wear.
Data Source
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AI summary
Provided are a vehicle control apparatus and a vehicle control method, a vehicle control apparatus including: a sensor configured to sense at least one of a vehicle speed value and a lateral acceleration value of a vehicle; an active camber device including a knuckle for supporting a wheel of the vehicle, an upper arm having one end rotatably connected to the knuckle to form a stroke node, and a actuator for rotationally shifting the stroke node of the upper arm with respect to a connection point with the knuckle in a vertical direction; and a controller configured to vary a position of the stoke node of the upper arm through the actuator on the basis of one of the sensed vehicle speed value and the sensed lateral acceleration value.