Axle Clamping Arrangement with Tapering Protrusion
Solution Overview
Problem
Existing axle clamping arrangements for wheel suspensions require precise machining to fit interlocking means and recesses, which increases costs and weakens dynamically loaded trailing arms due to machining operations.
Innovation Solution
A tapering protrusion and recess design that compensates for manufacturing tolerances, providing a two-point bearing with a combination of positive and non-positive locking, eliminating the need for precise machining and enhancing structural integrity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If interlocking means and recesses are used to prevent shifting between axle pad and trailing arm, then reliability is improved, but manufacturing precision requirements increase and machining operations are required
Solution Approach 1:
The invention changes the geometric parameters of the engagement areas by providing a first engagement area with a normal direction different from the second engagement area's normal direction. This angular differentiation allows the clamping arrangement to accommodate manufacturing tolerances while maintaining secure clamping and preventing shifting, thereby improving reliability without requiring high manufacturing precision
Solution Approach 2:
The invention employs curved or angled engagement surfaces instead of flat planar surfaces. The first engagement area is angled relative to the second engagement area, creating a conical or wedge-shaped clamping interface. This curvature allows for self-centering and tolerance compensation, eliminating the need for precise machining while ensuring reliable anti-shifting performance
2Reliability
If machining operations are performed on dynamically loaded trailing arm to create recesses, then interlocking capability is improved, but strength of the part deteriorates
Solution Approach 1:
The invention changes the orientation parameters of the engagement areas such that the first engagement area has a normal direction different from the second engagement area. This angular configuration allows the trailing arm to maintain its structural integrity while providing effective interlocking, as the forces are distributed across differently oriented surfaces rather than requiring deep machined recesses
Solution Approach 2:
The invention uses curved engagement surfaces where the first engagement area is angled relative to the second engagement area. This creates a natural interlocking geometry that distributes mechanical loads across the curved surfaces, eliminating the need for material removal through machining and preserving the trailing arm's strength while maintaining interlocking capability
3Reliability
If machining operations are performed on parts to create interlocking features, then positive locking is improved, but manufacturing costs increase
Solution Approach 1:
The invention changes the spatial parameters by providing engagement areas with different normal directions, allowing the first engagement area to be angled relative to the second. This configuration achieves positive locking through geometric interlocking of angled surfaces that can be formed by simpler manufacturing processes such as forming or casting, rather than requiring expensive precision machining operations
Solution Approach 2:
The invention employs curved and angled engagement surfaces where the first engagement area is oriented at an angle to the second engagement area. This curved geometry provides effective positive locking through wedge-shaped or conical interfaces that can be manufactured more economically through forming, forging, or casting processes, reducing manufacturing costs while maintaining reliable interlocking
Data Source
Figure 1~2
Figure 3~4
Figure 5~6
AI summary
A vehicle axle clamping arrangement for a sprung wheel axle of a vehicle comprises an axle body (1) extending in a transverse direction of the vehicle; a trailing arm (6,7,8) crossing the axle body on an upper or lower side thereof; an axle pad arranged between the trailing arm and the axle body, the axle pad having an axle seat formed in it for receiving a longitudinal section of the axle body; and tensioning means (16,17) for clamping the trailing arm, the axle pad and the axle body together. The axle pad and the trailing arm engage each other in at least a first engagement area (13) in which a tapering protrusion (19) is formed on one of the axle pad and the trailing arm and a complementary tapering recess is formed on the other one of the axle pad and the trailing arm to receive said protrusion.