Active Geometry Control Suspension Double Ball Joint Mechanism
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Solution Overview
Problem
Existing active roll control units in vehicle suspension systems generate offset between load input and output portions, increasing the operational load on actuators and limiting their effectiveness in absorbing oscillations and maintaining vehicle stability during turns.
Innovation Solution
The implementation of a double ball joint mechanism connecting the stabilizer link and pushrod to sliders via guide rails, allowing for angular displacement and minimizing offset between the pushrod and sliding portions, thereby reducing the operational load on the actuator and enhancing the system's ability to absorb oscillations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a ball joint is used to connect the stabilizer link and pushrod to the lower arm, then rotation degree of freedom is provided, but offset is generated between the screw shaft and ball joint, increasing the moment and operational load on the actuator
Solution Approach 1:
A slider is introduced as an intermediary component between the pushrod and the lower arm. The slider moves along a guide rail and provides the rotation degree of freedom through its movement along the rail, while the pushrod connects to the slider in a way that minimizes offset. This intermediary structure separates the functions of providing rotational freedom and minimizing actuator load.
Solution Approach 2:
The connection mechanism is segmented into multiple components: the lower arm, guide rail, slider, pushrod, and stabilizer link. Each component has a specific function, and their coordinated arrangement allows the system to achieve both rotation degree of freedom and minimized offset independently, resolving the contradiction between ease of operation and operational load.
2Adaptability or versatility
If the connection length between the lower arm and stabilizer bar is changed to adjust distortion rigidity, then active roll control is enabled, but offset between load input and output portions increases, requiring higher actuator power
Solution Approach 1:
The slider acts as a mediator that translates the pushrod's linear motion into movement that adjusts the connection length between the lower arm and stabilizer bar. This intermediary mechanism enables distortion rigidity adjustment while maintaining minimal offset between the actuator's load input and output portions, thereby reducing the power required from the actuator.
Solution Approach 2:
The system uses dynamic adjustment of the connection length through the slider's movement along the guide rail. This dynamic mechanism allows the distortion rigidity to be adjusted in real-time while maintaining optimal geometric relationships that minimize offset and reduce actuator power requirements throughout the range of motion.
Data Source
AI summary
An active geometry control suspension system may include an active roll control unit having a guide rail formed along a predetermined distance in a front-rear direction from a rail seat inserted down from above a lower arm, sliders slidably fitting in the guide rail, a stabilizer link with one end pivotally coupled to the sliders, a pushrod with one end pivotally connected to the sliders, and an actuator having an operation bar, one end of which may be pivotally connected to the other end of the pushrod, the operating bar operating forward or backward, wherein the one end of the stabilizer link and the one end of the pushrod may be connected to the sliders through a double ball joint, and the other end of the pushrod and the one end of the operation bar may be connected through a ball joint.