MR Fluid Clutch Steering for Wheel Position and Vibration Control
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Solution Overview
Problem
Existing suspension systems in vehicles and power tools experience issues with tread width changes, lateral forces, camber adjustments, pitching motions, and vibrations, which compromise safety, comfort, and driving smoothness, and current active control systems are costly and inefficient.
Innovation Solution
Incorporation of magnetorheological fluid clutch apparatuses to actively control suspension and steering systems, using sensors and controllers to manage torque transmission and force application, allowing independent control of wheel and platform movements, and integrating hydraulic networks for precise adjustments.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If rubber bushings are used at the ends of links to reduce vibration transmission, then vibration transmission to the chassis is reduced, but compliance is introduced into the linkage that compromises accurate wheel motion control
Solution Approach 1:
The patent introduces an active control system with actuators as an intermediary between the suspension linkage and wheel assembly. This intermediary actively compensates for the compliance introduced by rubber bushings, maintaining accurate wheel motion control while allowing the bushings to continue their vibration-damping function. The control system measures actual wheel position and applies corrective forces through the actuators.
2Device complexity
If independent suspension linkages with fixed pivot points are used, then wheel motion control is simplified, but tread width changes occur during wheel bounce and rebound
Solution Approach 1:
The patent employs active actuators that dynamically adjust suspension linkage parameters in real-time based on measured wheel position and velocity. This allows the system to maintain optimal tread width stability during wheel bounce and rebound while preserving the simplicity of fixed pivot point linkages. The actuators actively compensate for the geometric constraints of the simplified linkage design.
3Adaptability or versatility
If conventional independent suspension systems are used to allow wheel motion independence, then wheel motion flexibility is improved, but lateral forces and camber adjustments cause vehicle body roll and reduced stability
Solution Approach 1:
The patent implements a feedback control system that continuously measures wheel position, velocity, and vehicle body attitude, then adjusts actuator forces to maintain vehicle stability. The system uses sensor data to detect lateral forces and camber changes, applying counteracting forces through the active suspension actuators to prevent excessive body roll while preserving wheel motion independence.
4Force
If active suspension systems with hydraulic or electric actuators are introduced to provide controlled forces, then force control capability is improved, but system cost and complexity increase
Solution Approach 1:
The patent divides the active suspension system into modular segments, with individual actuators positioned at each wheel assembly rather than a centralized complex mechanism. This segmentation allows independent control of each wheel while simplifying the overall system architecture. Each module contains its own actuator and control elements, enabling distributed control that reduces complexity compared to centralized hydraulic systems.
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
Enhances vehicle stability and comfort by minimizing tread width changes, camber shifts, and vibrations, while improving driving smoothness and reducing vibrations in power tools, with cost-effective and efficient active control.
Implementation Method 1
magnetorheological fluid clutch apparatuses to actively control suspension and steering systems
Implementation Method 2
magnetorheological fluid clutch apparatus coupled to the at least one motor to receive torque from the motor
Data Source
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Figure 3A
AI summary
A VEHICLE comprising: a chassis; wheel assemblies; an active steering system connecting at least a pair of said wheel assemblies to the chassis by steering members (182), the active steering system including at least one motor, at least one magnetorheological (MR) fluid clutch apparatus coupled to the at least one motor to receive torque from the motor, the fluid clutch apparatus controllable to transmit a variable amount of torque, a mechanism (11) between the at least one MR fluid clutch apparatus and one of the steering members (182) to convert the torque received from the at least one fluid clutch apparatus into a force on the steering member (182), at least one sensor for providing information indicative of a state of the vehicle, and a controller for receiving the information indicative of the state of the vehicle and for outputting a signal to control the at least one fluid clutch apparatus in exerting a desired force on the steering member (182) to adjust the wheel position or orientation independently of a steering input. (Figure 18)