Modular Dual Control Arm Suspension for Rough Terrain Handling
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Solution Overview
Problem
The swing arm vehicle suspension has limited kinematic possibilities, resulting in undesirable characteristics such as changing tire camber angle and tire contact patch location during suspension travel, leading to poor handling, excessive tire wear, and jacking or lifting of the vehicle body, which limits its ability to navigate rough terrain at high speeds while maintaining ride comfort and safety.
Innovation Solution
A modular, central-frame, offset, dual control arm independent suspension system is introduced, which includes a central tubular frame with integral jounce and rebound stops, angular power transmission elements, and offset wheel positions, allowing for high wheel travel, low spring rate, and improved kinematic possibilities, enabling better handling and ride comfort on rough terrain.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If swing arm vehicle suspension is used, then vehicle structure is simplified, but tire camber angle and contact patch location change during suspension travel, resulting in poor handling and excessive tire wear
Solution Approach 1:
The swing arm suspension is segmented into a dual control arm system with separate upper and lower control arms, each managing specific kinematic functions. This segmentation allows independent optimization of camber control and wheel travel, resolving the contradiction between structural simplicity and handling performance.
Solution Approach 2:
The control arm pivot positions are made dynamic relative to the vehicle frame, allowing the geometry to adapt during suspension travel. The upper and lower control arms create a dynamic four-bar linkage that maintains optimal tire contact and camber angle throughout the suspension range, improving handling while retaining structural efficiency.
2Ease of manufacture
If swing arm vehicle suspension is used, then manufacturing is simplified, but tire contact patch location changes during suspension travel, leading to excessive tire wear
Solution Approach 1:
The simplified swing arm is segmented into two control arms with distinct pivot points, allowing each component to be manufactured using standard automotive fabrication processes while achieving superior tire contact geometry that reduces wear.
Solution Approach 2:
The control arm lengths and pivot positions are optimized parameters that define the suspension geometry. By carefully selecting these parameters, the system maintains consistent tire contact patch location during travel, reducing wear while keeping manufacturing processes straightforward.
3Device complexity
If swing arm vehicle suspension is used, then structural simplicity is maintained, but vehicle body experiences jacking or lifting during curve negotiation
Solution Approach 1:
The dual control arm system creates dynamic geometric relationships between the control arms and vehicle frame that actively counteract jacking forces during curve negotiation. The changing pivot positions and arm orientations provide stabilizing moments that maintain vehicle body stability without requiring complex additional components.
Solution Approach 2:
The anti-jacking function is merged into the basic control arm geometry itself, rather than requiring separate stabilization mechanisms. The upper and lower control arms work together as an integrated four-bar linkage that simultaneously provides wheel travel and resists body roll, maintaining simplicity while improving stability.
4Reliability
If dual control arm independent suspension is used, then wheel travel and handling are improved, but device complexity increases compared to swing arm suspension
Solution Approach 1:
The dual control arm system performs multiple functions simultaneously: it provides wheel travel, controls camber angle, maintains contact patch location, and resists body roll. This multi-functionality achieves superior handling performance without proportionally increasing complexity, as the same geometric relationships serve multiple purposes.
Solution Approach 2:
The upper and lower control arms are positioned asymmetrically relative to the vehicle centerline and swing arm, creating optimized geometry for each arm's specific function. This asymmetric arrangement allows each control arm to be tailored for its specific role while working together as an integrated system, achieving high performance with minimal complexity.
Data Source
AI summary
A dual control arm independent suspension mounts to a chassis of a high mobility truck for steering, non-steering, driving, and/or for non-driving. The dual control arm independent suspension has modular, tubular-frame and/or differential housing for attachment to front axle positions and/or to rear axle positions to simultaneously employ an upper control arm and a lower control arm. The upper control arm, the lower control arm and/or a half shaft position is offset and/or is staggered along a vehicle to minimize and/or to decouple a reaction of the dual control arm independent suspension from an excitement and/or a resonance. The dual control arm independent suspension is manufactured or is retrofitted to a manufactured swing-arm independent suspension chassis for utilizing an integral differential mount and/or an adapter plate. A modular dual control arm chassis provides tube sections and/or differential assemblies to be added or to be removed to support alternate vehicle configurations. The dual control arm independent suspension modifies differential mounted dual control arm independent suspension designs to accept a central tube frame member.