Front Suspension Tie-Rod Layout for Coupled Camber and Toe Control
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Solution Overview
Problem
Existing suspension systems for road vehicles, particularly sports cars, require multiple active components to adjust both the camber and toe-in angles, which can be cumbersome and inefficient.
Innovation Solution
A suspension assembly with a single active telescopic camber tie-rod that adjusts both the camber and toe-in angles by varying its length, utilizing a fixed tie-rod to maintain the toe-in angle in conjunction with the camber angle changes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If multiple active components (separate camber tie-rod and toe-in tie-rod) are used to adjust both camber and toe-in angles, then both angles can be controlled independently, but the device complexity and number of active components increase
Solution Approach 1:
The patent merges the functions of the camber tie-rod and toe-in tie-rod into a single integrated active tie-rod. This tie-rod has a first end connected to the chassis, a second end connected to the wheel hub carrier, and an intermediate point connected to the control arm. By varying the length of this single tie-rod, both the camber angle and toe-in angle are adjusted simultaneously, eliminating the need for separate active components while maintaining effective control over both wheel angles.
Solution Approach 2:
The single active tie-rod is designed to perform multiple functions: it acts as both the camber adjustment mechanism and the toe-in adjustment mechanism. The tie-rod's length variation directly influences both the camber angle (through its connection geometry with the control arm) and the toe-in angle (through its connection to the wheel hub carrier), making it a universal component that replaces what would traditionally require two separate active components.
2Device complexity
If a single active telescopic camber tie-rod is used to adjust both camber and toe-in angles, then the number of active components is reduced, but the control precision for each angle may be compromised
Solution Approach 1:
The patent employs a dynamic connection geometry where the intermediate point of the active tie-rod connects to the control arm at a specific location that changes the mechanical advantage ratio between camber and toe-in adjustments. This dynamic configuration allows the single tie-rod to maintain precise control over both angles by leveraging the geometric relationships in the suspension assembly, ensuring that as the tie-rod length varies, both wheel angles are adjusted with the required precision.
Data Source
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AI summary
A road vehicle (1) having a roll axis (X), a pitch axis (Y), and a yaw axis (Z) and comprising a fixed chassis (2), two front wheels (3); a suspension assembly (4) being provided for each front wheel positioned between the fixed chassis (2) and the corresponding front wheel (3), wherein each suspension assembly (4) comprises an upper lever and a rod, characterised in that the upper lever is realised in the form of an active tie-rod (5) configured to change the camber angle of the corresponding front wheel (3) and the other rod is realised in the form of a fixed tie-rod (6) configured to change the toe-in angle of the corresponding front wheel (3); wherein the active camber tie-rod (5) is a telescopic type tie-rod to vary its length, the active camber tie-rod (5) and the fixed toe-in tie-rod (5) being coupled on one side to the chassis and on the other side to the wheel at such points of the space that activating the active tie-rod simultaneously modifies both the camber angle and the toe-in angle.