Multi-Output Vehicle Actuator Using Summated and Differential Torque
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing actuator assemblies for vehicles, such as those used for propulsion and active suspension, are limited in their ability to reflect forces/torques between the support structure and the chassis, preventing additional outputs and requiring integration with the chassis for operation, which constrains translational motion and relies on specific structural features.
Innovation Solution
The development of actuators that include a motor, transmission, and support structure, where the motor provides input torques and the transmission constrains these torques to produce summated or differential torque outputs, allowing reflected forces/torques to be applied between the support structure and the chassis, enabling multiple outputs and flexible operation on various chassis structures.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If a single motor is used to power multiple subsystems with gears and switches, then cost is reduced, but the subsystems cannot be used concurrently and the device complexity increases
Solution Approach 1:
The motor is segmented into multiple independent stators, each capable of being selectively actuated. This allows different combinations of stators to be activated simultaneously to drive different subsystems, enabling concurrent operation while maintaining cost benefits of a single motor unit
Solution Approach 2:
The system dynamically configures which stators are active based on the required subsystem operations. By selectively energizing different stator combinations, the system adapts to various operational modes and enables concurrent subsystem operation without mechanical gear switching
2Ease of operation
If the actuator is directly coupled to the chassis, then integration simplicity is achieved, but the ability to reflect forces/torques between support structure and chassis is lost
Solution Approach 1:
The support structure serves as an intermediary between the motor assembly and the chassis. It provides a mechanical interface that allows forces and torques to be reflected between the motor and chassis while maintaining simple integration. The support structure acts as a force transmission path that enables bidirectional force reflection without complex coupling mechanisms
3Productivity
If reactive torques are applied to the stators, then multiple outputs are enabled, but the translational motion of the spindle is constrained
Solution Approach 1:
Different stators are selectively actuated based on the required output. When reactive torques are needed for additional outputs, only specific stators are activated while others remain inactive, allowing torque application without constraining spindle motion. This local actuation strategy enables multiple outputs while preserving spindle freedom when not needed
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
Enables the actuator to provide a range of outputs varying in magnitude and direction, including anti-dive and anti-squat functions, by transferring reactive torques between stators and the chassis, enhancing vehicle stability and operational flexibility without relying on specific chassis structural features.
Implementation Method 1
Electric motors are used to convert electricity into a mechanical force and/or motion
Data Source
AI summary
An exemplary actuator includes a motor, a transmission, and a support structure. The motor includes two torque sources that apply respective input torques to a rotor, which rotates about a rotation axis in response to a net input torque. The torque sources are arranged such that the input torques are additive, resulting in a vector-summated torque output. The torque sources also generate corresponding reactive torques that are applied to the first stator and the second stator. The transmission couples and constrains the first stator and the second stator such that rotational motion of one stator causes counter rotation of the other stator. Thus, the reactive torques are subtractive resulting a differential torque output. In some applications, the differential torque output is used to actuate a suspension of a vehicle. The actuator is also coupled to the vehicle via the support structure, which also reflects a reaction force or torque to actuate other subsystems (e.g., anti-dive, anti-squat).