Air Brake Assembly With Two-Panel Deployment for Variable Drag
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Solution Overview
Problem
Existing three-wheeled vehicle drivetrain systems face challenges in proper chain tensioning and rear tire contact patch during cornering due to the complexity of three-chain designs and the use of swingarm suspension, leading to noise, premature chain failure, and reduced traction.
Innovation Solution
A two-chain drivetrain system with a novel jackshaft design and double control arm suspension, eliminating the need for a swingarm and allowing independent tensioning of each chain, and utilizing unequal control arms to maintain proper tire contact during cornering.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If a three-chain drivetrain system is used, then power transmission capability is improved, but device complexity increases and chain tensioning becomes difficult
Solution Approach 1:
The patent removes one chain from the three-chain system, extracting the unnecessary component while maintaining power transmission capability through the remaining two chains. This simplifies the drivetrain system by eliminating redundant elements that complicate tensioning and increase overall complexity.
Solution Approach 2:
The drivetrain is segmented into two independent chain systems rather than three interconnected chains. Each chain can be independently tensioned and maintained, simplifying the overall system architecture and making tensioning adjustments more manageable compared to a three-chain configuration.
2Adaptability or versatility
If a swingarm suspension is used, then rear wheel mobility is improved, but manufacturing precision and tire contact patch consistency deteriorate
Solution Approach 1:
The patent employs unequal control arms with different lengths to create an asymmetric suspension geometry. This asymmetric design compensates for the limitations of swingarm-based systems by actively managing tire contact patch consistency through carefully calculated arm length differences, thereby maintaining manufacturing precision while preserving wheel mobility.
Solution Approach 2:
The control arm suspension system provides dynamic adjustment of wheel position and tire contact during operation. The unequal control arms dynamically adapt to cornering forces and vehicle motion, maintaining optimal tire contact patch consistency without requiring complex manufacturing tolerances.
3Stability of the object's composition
If equal control arms are used, then suspension symmetry is improved, but tire contact patch during cornering deteriorates
Solution Approach 1:
The patent deliberately introduces asymmetry through unequal control arm lengths to improve tire contact patch reliability during cornering. The longer control arm on the outside of the turn compensates for the increased leverage and body roll effects, maintaining consistent tire contact despite the asymmetric appearance of the suspension system.
Data Source
AI summary
An air brake assembly for a wheeled vehicle includes a first and a second rigid substrate pivotably connected at their respective seconds ends at a first joint. A first and a second support are pivotably connected at their respective second ends to the frame at a second joint. A first support first end is pivotably connected between the first and second ends of the first rigid substrate at a third joint. A second support first end is pivotably connected between the first and second ends of the second rigid substrate at a fourth joint. An actuator connected to the frame moves the first joint forwards and backwards. The first and the second rigid substrates are adjacent one another in a closed position for minimal air braking affect and are at an acute angle to one another in an open position for an increased air braking affect.