Active Chassis Camber Control for Load Adaptation
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Solution Overview
Problem
Conventional active chassis systems face challenges in optimizing wheel angle adjustments during changes in vehicle loading states, leading to compromised driving safety and stability due to the limitations of mechanical crash curves and lack of focus on wheel turning angle control in active suspension systems.
Innovation Solution
An active chassis with an evaluation unit linked to a loading sensor that controls a turf actuator to adjust the wheel's storm angle and crash gradient independently, allowing for adaptive falling behavior based on real-time loading changes, thereby enhancing driving safety by increasing the negative wheel deck angle and reducing rear axle penetration path gradients.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a mechanical crash curve is used to determine wheel angle adjustment, then the wheel turning angle is predetermined by rigid kinematics, but the falling behavior cannot be adapted to different vehicle loading states
Solution Approach 1:
The patent implements an active chassis system where the crash curve is no longer fixed by rigid mechanical kinematics but can be dynamically adjusted through electronic control. The control unit receives loading state information from sensors and actively modifies the wheel angle adjustment characteristics to match current vehicle conditions, transforming a static mechanical system into a dynamic adaptive system.
Solution Approach 2:
The system changes the parameters of the crash curve based on detected loading states. By monitoring vehicle mass and center of gravity position, the control unit adjusts key parameters such as the slope and curvature of the crash curve, enabling the wheel angle characteristics to adapt to different loading conditions without physical reconfiguration.
2Reliability
If active suspension system performs level control, then vehicle body level is maintained, but wheel turning angle adjustment is not optimized for driving safety
Solution Approach 1:
The patent merges the level control function with the wheel angle adjustment function into a unified active chassis control system. Instead of treating these as separate control tasks, the system integrates them so that the same control unit that manages suspension height also optimizes wheel turning angles, creating a coordinated control approach that simultaneously achieves level maintenance and driving safety optimization.
Solution Approach 2:
The control unit is designed with multi-functionality, handling both suspension level control and wheel angle optimization tasks. This universal controller processes loading state information to simultaneously determine appropriate suspension adjustments and wheel angle characteristics, eliminating the need for separate control systems and simplifying the overall operation.
3Adaptability or versatility
If wheel angle adjustment is optimized for one loading state, then driving behavior is improved for that state, but performance deteriorates when loading state changes
Solution Approach 1:
The system implements feedback control by continuously monitoring the actual loading state through sensors and using this information to adjust the wheel angle characteristics. The control unit receives real-time data about vehicle mass and center of gravity position, compares it with optimal parameters, and actively adjusts the crash curve to maintain driving safety across varying loading conditions.
Solution Approach 2:
The wheel angle adjustment characteristics transition from a static, pre-determined mechanical configuration to a dynamic system that continuously adapts to changing loading conditions. The active chassis control enables real-time modification of the crash curve parameters, ensuring optimal wheel angle behavior for the current loading state rather than being fixed for a single design condition.
Data Source
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AI summary
The invention relates to an active chassis for a two-track vehicle, having a wheel suspension, in which a wheel carrier (1) carrying a vehicle wheel (HR) is connected to the vehicle structure (7) via connecting rods (3, 5), wherein the camber behaviour of the vehicle wheel (HR) is determined by a mechanical camber curve (SM) provided by the rigid kinematics of the connecting rods (3, 5), which defines a mechanical adjustment of the camber angle (ε) of the vehicle wheel (HR) depending on a spring path (d) of the vehicle structure (7), and having a camber actuator (15) which can be actuated by a chassis control device (29) for carrying out an active camber angle adjustment, so that in the event of a change in the load state (mz, lz) of the vehicle the vehicle structure (7) springs in or out along a spring path (d), and namely with a mechanical camber angle adjustment corresponding thereto. According to the invention, an evaluation unit (37) is assigned to the control device (29), which actuates the camber actuator (15) in the event of a change in the load state (mz, lz) in order to at least partially counteract in particular the mechanical camber angle adjustment through an active camber angle adjustment, or in order to support same.