ATV Rear Suspension Tie-Rod Geometry for Camber Stability
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Solution Overview
Problem
All-terrain vehicles face challenges in stability and ride comfort due to limitations in wheel suspension design, particularly on uneven terrain, where existing systems fail to effectively manage wheel camber angles and wear, leading to reduced stability and increased wear.
Innovation Solution
The design incorporates an upper tie rod and a lower tie rod with a specific included angle (0°<a<5°) and adjustable control rod, allowing for automatic camber angle changes and increased wheel suspension travel, which enhances stability and comfort by reducing wheel wear and improving ground contact.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single tie rod is used for wheel suspension, then the structure is simple, but the wheel suspension travel is limited and stability is reduced
Solution Approach 1:
The single tie rod is divided into two separate tie rods (upper and lower) that can independently adjust different aspects of wheel suspension. The upper tie rod controls camber angle while the lower tie rod controls toe angle, allowing each rod to specialize in one function rather than trying to do both simultaneously, thereby increasing suspension travel and stability without excessive complexity
Solution Approach 2:
The suspension system transitions from a single-dimensional adjustment (one tie rod) to a two-dimensional adjustment system (upper and lower tie rods arranged at an angle to each other). This angular arrangement creates independent rotational axes that can simultaneously control camber and toe angles, effectively adding another degree of freedom to the suspension system
2Ease of manufacture
If the tie rod structure is fixed, then manufacturing is easy, but wheel wear increases and ground contact is reduced
Solution Approach 1:
The tie rod system transitions from a fixed, rigid structure to a dynamic, adjustable structure. The upper and lower tie rods can independently rotate and adjust the wheel's camber and toe angles in real-time based on terrain conditions, allowing the wheels to maintain optimal ground contact and reduce abnormal wear while keeping the manufacturing process relatively simple
3Device complexity
If wheel camber angle is not adjusted, then the suspension structure is simple, but wheel wear increases and traction is reduced
Solution Approach 1:
The camber angle adjustment function is separated from the toe angle adjustment function by assigning the camber control specifically to the upper tie rod. This segmentation allows the camber adjustment mechanism to be optimized independently, using a simpler rotational joint at the upper tie rod's connection point to the trailing arm, while the lower tie rod handles toe angle adjustment
Solution Approach 2:
The system dynamically changes the camber angle parameter by allowing the upper tie rod to rotate relative to the trailing arm. This rotation automatically adjusts the wheel's camber angle to optimal values based on the vehicle's position and terrain, reducing wheel wear and improving traction without requiring complex active control systems
Data Source
AI summary
The present disclosure discloses an all-terrain vehicle including a frame; a trailing arm, an upper tie rod and a lower tie rod. A front end of the trailing arm is connected to the frame. An inner end of the upper tie rod is connected to the frame and an outer end of the upper tie rod is mounted at a rear end of the trailing arm. An inner end of the lower tie rod is connected to the frame and an outer end of the upper tie rod is mounted at the rear end of the trailing arm. The lower tie rod is located below the upper tie rod. An included angle between the upper tie rod and the lower tie rod being a, and a satisfies a relationship: 0°<a<5°.