Segmented Shock Absorber Rigidity for Vehicle Toe and Camber Control
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Solution Overview
Problem
The existing vehicle designs with leanable body frames and two front wheels face challenges in maintaining desired driving performance while avoiding enlargement in size, particularly due to twist-induced deviations in toe and camber angles caused by load applied from the road surface.
Innovation Solution
The solution involves enhancing the rigidity of the shock absorbing devices by connecting the outer and inner tubes with connecting members, positioning these members to minimize the influence of road loads on toe and camber angles, and using a split fastening structure to distribute stress and reduce part count, thereby maintaining performance without enlarging the vehicle's size.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If the diameters of outer tubes and inner tubes are increased to enhance rigidity, then the driving performance is improved, but the vehicle size is enlarged
Solution Approach 1:
The shock absorbing device is segmented into front and rear sections with separate outer tubes and inner tubes. The connecting member divides the inner tube into front and rear sections, allowing independent optimization of each segment's rigidity and dimensions, thereby maintaining overall rigidity without uniformly increasing the size of all components.
Solution Approach 2:
Instead of increasing rigidity solely through larger diameters (one-dimensional solution), the invention introduces a new dimensional approach by adding connecting members that structurally link the front and rear sections. This creates a three-dimensional framework that enhances rigidity through spatial configuration rather than simply scaling up component sizes.
2Manufacturing precision
If the diameters of outer tubes and inner tubes are increased to enhance rigidity, then the twist-induced deviations in toe and camber angles are reduced, but the shock absorbing devices are enlarged in size
Solution Approach 1:
The connecting member segments the inner tube into front and rear sections, allowing the front inner tube to be optimized for maintaining toe angle precision while the rear inner tube is optimized for camber angle precision. This segmentation enables targeted rigidity enhancement in specific zones without uniformly enlarging the entire shock absorbing device.
Solution Approach 2:
Different sections of the shock absorbing device are given different local qualities through the connecting member structure. The front section prioritizes toe angle stability while the rear section prioritizes camber angle stability, with each section's dimensions and wall thicknesses optimized for its specific functional requirement rather than using uniform dimensions throughout.
3Reliability
If larger tube diameters are used to increase rigidity, then the desired driving performance is achieved, but the vehicle becomes inevitably enlarged in size
Solution Approach 1:
The shock absorbing device is divided into front and rear sections with separate outer tubes and inner tubes connected by a connecting member. This segmentation allows each section to be optimized for specific driving conditions and performance requirements, maintaining high reliability without requiring uniform enlargement of all components.
Solution Approach 2:
The invention transitions from a one-dimensional rigidity enhancement approach (larger diameters) to a three-dimensional structural solution using connecting members that link front and rear sections. This spatial configuration provides the necessary stiffness and reliability for high-performance driving while keeping the overall vehicle dimensions compact.
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 maintains desired driving performance while preventing the enlargement of the vehicle's size by enhancing the rigidity of the shock absorbing devices and reducing the need for larger tube diameters, thus addressing the issue of twist-induced deviations in toe and camber angles.
Implementation Method 1
The left front inner tube is smaller in diameter than the left front outer tube and is slidably connected to the left front outer tube. The left rear inner tube is smaller in diameter than the left rear outer tube and is slidably connected to the left rear outer tube.
Data Source
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AI summary
A left shock absorbing device is provided with a left front outer tube, a left rear outer tube, a left front inner tube, a left rear inner tube and a left connecting member. The left front outer tube and the left rear outer tube are supported on a left bracket. The left front inner tube is connected to the left front outer tube so as to be slidable in an interior of the left front outer tube along a left telescopic axis. The left rear inner tube is connected to the left rear outer tube so as to be slidable in an interior of the left rear outer tube along the left telescopic axis. The left connecting member connects the left front outer tube and the left rear outer tube.