Dynamic Ackermann Steering Control for Articulated Vehicle Cornering
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing vehicle systems fail to dynamically adjust Ackermann geometry based on driver behavior, driving conditions, and route characteristics, leading to suboptimal performance in terms of fuel economy, stability, and tire wear.
Innovation Solution
A dynamic Ackermann control system using neural networks and reinforcement learning to predict optimal turning angles for vehicle wheels, adjusting them via actuators or manual intervention based on vehicle data and driver preferences.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If Ackermann geometry is fixed for specific driving conditions, then vehicle performance is optimized for those conditions, but performance deteriorates when conditions change
Solution Approach 1:
The patent applies dynamics by transitioning from fixed Ackermann geometry to dynamically adjustable geometry. The system uses actuators to modify the steering linkage in real-time, allowing the Ackermann angle to change based on detected driving conditions such as turn radius, speed, and road surface, thereby optimizing performance across varying operational contexts.
Solution Approach 2:
The patent implements parameter changes by adjusting the Ackermann geometry parameters (specifically the steering linkage angles and wheel turning angles) based on detected driving conditions. The system modifies these geometric parameters dynamically to optimize vehicle performance for different scenarios such as tight turns, highway driving, or adverse road conditions.
2Use of energy by moving object
If Ackermann geometry is adjusted for optimal performance, then fuel economy and tire wear improve, but system complexity increases
Solution Approach 1:
The patent applies feedback by using sensors to detect driving conditions (turn radius, speed, road surface) and feeding this information back to the control system. The system then adjusts the Ackermann geometry accordingly and monitors the results, creating a closed-loop control system that optimizes fuel economy and tire wear while managing complexity through intelligent control algorithms.
Solution Approach 2:
The patent implements self-service by enabling the vehicle system to automatically adjust its own Ackermann geometry without external intervention. The control system autonomously detects driving conditions, calculates optimal geometry settings, and actuates the steering linkage, allowing the vehicle to self-optimize its performance characteristics.
3Reliability
If wheel turning angles are modified dynamically, then cornering characteristics improve, but control precision requirements increase
Solution Approach 1:
The patent applies mechanics substitution by replacing purely mechanical steering control with an integrated electro-mechanical system. The system uses sensors, processors, and actuators to dynamically adjust Ackermann geometry, substituting complex mechanical linkages with controllable electro-mechanical components that can achieve precise angle adjustments through electronic control rather than mechanical precision alone.
Data Source
AI summary
Systems, methods, and computer-readable storage media for a dynamic Ackermann geometry control system. The system receives, at a processor aboard a tractor of an articulated vehicle, vehicle information associated with ongoing movement of the articulated vehicle as well as a driver optimization preference. The system then executes an Ackermann control algorithm, with inputs such as the vehicle information and/or at least one feedback item. The outputs of the Ackermann control algorithm can include estimations of tire forces for each tire of the articulated vehicle and estimations of cornering characteristics of the articulated vehicle. The system then calculates, based on the estimations of tire forces and based on the estimations of cornering characteristics, a desired Ackermann geometry for the articulated vehicle. The system then transmits a command to modify a turning angle associated with at least one wheel of the articulated vehicle.