Mobility Vehicle Suspension Geometry for Level Ride Stability
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Solution Overview
Problem
Conventional mobility vehicles face challenges in providing a stable and smooth ride on uneven terrain due to inadequate suspension systems, which can lead to instability and discomfort for users.
Innovation Solution
The mobility vehicle incorporates a suspension assembly with angled spring axes and pivot arms, including anti-tip elements and co-axial dampers, to maintain a horizontal seat orientation and absorb terrain irregularities, while stiffening bridges and adjustable arm configurations enhance stability and ride quality.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a suspension assembly with angled spring axes is used, then ride smoothness and stability are improved, but device complexity increases
Solution Approach 1:
The suspension assembly is divided into separate functional components: first and second pivot arms for wheel positioning, first and second spring assemblies for suspension, and anti-tip elements for stability. Each segment performs a specific function, allowing the complex suspension system to be managed through modular design while maintaining overall stability.
Solution Approach 2:
The spring assemblies are configured with asymmetric angular orientations relative to the frame - the first spring assembly has a first angular orientation while the second spring assembly has a second angular orientation that differs from the first. This asymmetric configuration optimizes the suspension performance for different terrain conditions and contributes to vehicle stability.
2Reliability
If pivot arms with anti-tip elements are used, then vehicle stability is improved, but ease of manufacture decreases
Solution Approach 1:
The anti-tip elements are integrated directly into the pivot arm structures, combining the stabilizing function with the existing wheel positioning mechanism. This merging of functions reduces the need for separate anti-tip devices and simplifies the overall manufacturing process while maintaining stability benefits.
Solution Approach 2:
The anti-tip elements are positioned and configured in advance during the pivot arm design phase to prevent tipping before it occurs. By pre-positioning these elements at optimal locations on the pivot arms, the design ensures stability is built-in from the outset rather than requiring additional corrective measures during assembly or operation.
3Strength
If stiffening bridges and fixed rods are used, then frame rigidity is improved, but adaptability to terrain decreases
Solution Approach 1:
The frame is designed with localized stiffening elements (bridges and fixed rods) only in specific areas where structural rigidity is most needed, such as near the pivot points and spring mounting locations. The rest of the frame maintains flexibility to allow the suspension system to adapt to terrain variations, achieving a balance between rigidity and adaptability through differentiated structural properties.
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
This configuration provides improved stability and a smoother ride by allowing the vehicle to adapt to uneven terrain, maintaining a horizontal seat orientation and optimizing the center of gravity, thus enhancing user comfort and mobility.
Implementation Method 1
a first spring assembly, disposed about a first spring axis, and coupled to the first pivot arm; and a second spring assembly, disposed about a second spring axis, and coupled to the second pivot arm
Implementation Method 2
At least one of the first spring assembly and the second spring assembly may include a spring disposed about co-axial damper
Data Source
AI summary
A mobility vehicle may comprise a frame, a first pivot arm, a second pivot arm, and a suspension assembly. The first pivot arm may be coupled to the frame and coupled to a drive wheel. The second pivot arm may be coupled to the frame and coupled to a ground engaging caster wheel. The suspension assembly may be coupled to the frame. The suspension assembly may include a first spring assembly and a second spring assembly. The first spring assembly may be disposed about a first spring axis and coupled to the first pivot arm. The second spring assembly may be disposed about a second spring axis and coupled to the second pivot arm. The first spring axis and the second spring axis may be disposed relative to each other at an angle of no greater than about 150° when the mobility vehicle is operating on horizontal ground.