Dynamic Camber Suspension for Ground Effect Cornering Grip
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Solution Overview
Problem
Conventional wheel suspension systems in ground effect cars, such as Formula 1 race cars, face issues with tire camber and traction during high-speed turns, leading to uneven tire wear, loss of control, and reduced ground effect-induced traction due to permanent negative camber, which compromises tire contact and stability.
Innovation Solution
An independent wheel suspension system that adjusts tire camber dynamically and includes a reactive springing/dampening system to maintain maximum contact area and downward load, utilizing linkage systems and radius rods to control chassis roll and weight transfer, ensuring full-width tire contact and near-parallel vehicle-road relationship.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If permanent negative camber is used to improve ground effect-induced traction, then the bottom of the car can be kept near parallel to the road, but the inside tire overheating and reduced grip occurs during high-speed turns
Solution Approach 1:
The dynamic camber adjustment system responds to cornering forces by modifying camber angles in real-time, allowing the vehicle to maintain ground effect benefits while preventing inside tire overheating through adaptive geometry changes that reduce excessive negative camber on the inside tire during high-speed turns
2Adaptability or versatility
If conventional independent suspension systems are used, then each wheel can move independently, but an upward shift in one tire causes a corresponding upward shift in the entire chassis and loss of traction in the opposite side tire
Solution Approach 1:
The patent implements a coupled suspension system where the left and right suspension systems are mechanically linked through a common chassis reference. This coupling ensures that when one wheel encounters an upward disturbance, the chassis reference maintains stability and the opposite wheel remains grounded, preventing the cascading loss of traction that occurs in fully independent suspension systems
3Reliability
If tires are set with permanent negative camber to maximize contact area during high-speed turns, then the outer tire grip is improved, but the inside edge of the inside tire overheats due to significantly increased negative camber
Solution Approach 1:
The dynamic camber adjustment system monitors cornering conditions and automatically adjusts camber angles to optimize the contact patch distribution. During high-speed turns, the system reduces excessive negative camber on the inside tire to prevent inside edge overheating while maintaining adequate camber on the outer tire for optimal grip
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 enhances tire contact and traction by dynamically adjusting camber and controlling chassis roll, reducing tire wear and improving control and ground effect-induced traction during high-speed turns.
Implementation Method 1
a reactive springing/dampening system that enables the suspension to push down on one wheel when the opposing wheel shifts upwards
Implementation Method 2
a reactive springing/dampening system that enables the suspension to push down on one wheel when the opposing wheel shifts upwards
Implementation Method 3
Formula 1 race cars in particular have begun implementing certain 'ground effects' that function to force the car downwards by controlling the airflow around and under the car
Data Source
AI summary
A wheel suspension system for a vehicle having a chassis, comprising an opposing pair of wheel uprights having a plurality of pickup points located thereon, an opposing pair of main axis arms, an opposing pair of integrated axis arms, an internal cambering system comprising opposing pairs of camber links and radius rods, and an internal springing system comprising a single spring shock and an opposing pair of spring levers having tension links attached thereon. An internal roll-controlling weight transfer system comprising an opposing pair of weight transfer links having attached springing shocks may also be included.