Roll Axis Spatial Positioning for Vehicle Cornering
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Solution Overview
Problem
Current methods fail to flexibly adjust the spatial position of a motor vehicle's roll axis, limiting the ability to optimize driving comfort for occupants by compensating lateral accelerations during cornering.
Innovation Solution
A method that specifies a target spatial position for the roll axis, determines lateral acceleration, defines a target transverse inclination and offset, and adjusts actuators in an active chassis system to shift the roll axis, allowing for flexible positioning to enhance driving comfort by compensating lateral accelerations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the roll axis position is fixed according to conventional vehicle design, then the vehicle structure is simple and stable, but the driving comfort during cornering cannot be optimized
Solution Approach 1:
The patent applies the dynamics principle by making the roll axis position adjustable rather than fixed. The active chassis device with multiple actuators enables the roll axis to be dynamically repositioned along the longitudinal axis of the vehicle body, allowing optimization of driving comfort during cornering while maintaining structural flexibility.
Solution Approach 2:
The patent implements parameter changes by varying the longitudinal position of the roll axis. The control system adjusts the roll axis position based on driving conditions, specifically during cornering maneuvers, to optimize the vehicle's rolling behavior and improve occupant comfort.
2Adaptability or versatility
If conventional active suspension systems control wheel vertical position, then pitching and rolling movements can be compensated, but the spatial position of the roll axis itself cannot be adjusted
Solution Approach 1:
The patent applies universality by designing an active chassis device that performs multiple functions: it controls the vertical position of wheels (conventional suspension function) and simultaneously adjusts the spatial position of the roll axis. This multi-functional system integrates roll axis positioning with existing suspension control capabilities.
Solution Approach 2:
The patent implements segmentation by dividing the chassis control into independent actuator zones. The first actuator group controls wheel vertical positions while the second actuator group specifically adjusts the roll axis longitudinal position, allowing independent control of these functions.
3Object-affected harmful factors
If the roll axis is positioned at the vehicle centerline, then the vehicle structure is simplified, but lateral acceleration compensation during cornering is limited
Solution Approach 1:
The patent applies preliminary action by proactively adjusting the roll axis position before and during cornering maneuvers. The system detects cornering conditions and repositions the roll axis to optimize lateral acceleration compensation, enhancing driving comfort before the maneuver is completed.
Data Source
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AI summary
The invention relates to a method for adjusting the spatial position of the rolling axis (W1, W2) of a motor vehicle (10, 10a, 10b) having the steps: a) predefining a spatial setpoint position of the rolling axis (W2); b) determining a lateral acceleration of the motor vehicle (10, 10a, 10b); c) defining a setpoint lateral inclination (a) of the motor vehicle (10, 10a, 10b) and determining a setpoint lateral cross track distance (Q) of the motor vehicle (10, 10a, 10b) as a function of the lateral acceleration, with the result that when the setpoint lateral inclination (a) and the setpoint lateral cross track distance (Q) are set the rolling axis is moved into the setpoint position (W2); d) setting of at least one actuator (18a, 18b, 18c, 18d) of an active chassis device (20) of the motor vehicle (10, 10a, 10b), with the result that the motor vehicle (10, 10a, 10b) assumes the setpoint lateral inclination (a) determined in step c), and setting of at least one actuator (28) in order to influence the lateral movement of the motor vehicle (10, 10a, 10b), with the result that the motor vehicle (10, 10a, 10b) assumes the setpoint lateral cross track distance (Q) determined in step c).