Active Geometry Control Suspension Toe Mechanism
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Solution Overview
Problem
Existing vehicle suspension systems face challenges in maintaining turning stability and grip force during high-speed turns, as they struggle to effectively control the geometry of the rear wheel, leading to reduced handling performance.
Innovation Solution
An active geometry control suspension system is developed, featuring a toe control mechanism with a separate rotating shaft and screw shaft connected by a coupler, allowing for precise movement of the vehicle body side connection point of the assist link to induce toe-in in the outer rear wheel, enhancing turning stability through a cam guider and power transmission unit.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If the rotating shaft of the actuator and the screw shaft are integrated into a single component, then the structure is simpler, but managing clearance between shafts, squareness of shafts, development tuning, assembly, and after-service becomes difficult
Solution Approach 1:
The patent divides the shaft system into two separate components: a rotating shaft connected to the actuator and a screw shaft for linear motion. This segmentation allows each shaft to be manufactured, assembled, and maintained independently, resolving the contradiction between structural simplicity and manufacturing ease by optimizing for modularity rather than integration.
2Reliability
If the vehicle body side connection point of the assist link is moved downward during rapid turns, then turning stability and grip force are improved, but the suspension geometry control becomes more complex
Solution Approach 1:
The patent implements dynamic adjustment of the assist link connection point position based on vehicle operating conditions. The connection point moves downward during rapid turns to induce toe-in and improve stability, while returning to its original position during normal operation. This dynamic behavior allows the system to optimize performance for specific conditions without permanently complicating the overall suspension geometry control.
3Reliability
If a toe control mechanism is added to the multiple link type rear wheel suspension system, then grip force and handling performance are improved, but the device complexity increases
Solution Approach 1:
The patent designs the toe control mechanism to serve multiple functions: it controls the toe angle of the rear wheels, adjusts the suspension geometry during turns, and works in conjunction with the existing multiple link suspension system. By making the toe control mechanism multi-functional, the patent improves handling performance without proportionally increasing overall system complexity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system improves turning stability by moving the vehicle body side connection point of the assist link downward during rapid turns, increasing the toe-in of the outer rear wheel, thereby enhancing handling performance and grip force, while allowing for easy maintenance and assembly due to managed shaft clearances and squareness.
Implementation Method 1
a power transmission unit configured to convert the rotating driving torque of the screw shaft into linear motion and transmit the linear motion to the vehicle body side connection portion of the assist link
Implementation Method 2
a guide unit configured to guide a vehicle body side connection portion of the assist link along a predetermined trajectory through a cam guider which slides upward and downward along guide rails
Data Source
AI summary
An active geometry control suspension system may include a toe control mechanism having an assist link disposed between the wheel carrier and the sub-frame, a housing unit integrally formed with the sub-frame and having hinge brackets integrally formed at both sides of a wheel side one surface, a guide unit configured to guide a vehicle body side connection portion of the assist link along a predetermined trajectory through a cam guider which slides upward and downward along guide, a drive unit configured to transmit rotating driving torque, and a power transmission unit configured to transmit the linear motion to the vehicle body side connection portion of the assist link so that the vehicle body side connection portion of the assist link is raised and lowered along a predetermined trajectory of the guide unit by the rotating driving torque of the screw shaft.