Vehicle Suspension Link Mechanism for Camber Control
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional vehicle suspension systems that vary camber angle independently of wheel up-and-down movement suffer from lateral displacement of the tire ground contact point when a tire lateral force is applied, leading to deteriorated vehicle response and increased costs due to the need for additional actuators to control both camber angle and lateral displacement.
Innovation Solution
A vehicle suspension system utilizing a link mechanism with first and second virtual links, where the first virtual link inclines the wheel in the camber angle direction and the second virtual link allows up-and-down movement with load variation, canceling displacement caused by the first virtual link's position change, thereby adjusting camber angle without displacing the tire ground contact point.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the instantaneous rotation center of movement in the camber angle direction is set at a position below the ground surface, then the camber angle can be varied independently of wheel up-and-down movement, but the tire ground contact point moves laterally causing deteriorated vehicle response
Solution Approach 1:
The patent introduces a new link as an intermediary component in the suspension mechanism. This link acts as a mediator between the wheel assembly and the vehicle body, enabling independent camber angle control while preventing harmful lateral displacement of the tire ground contact point. The new link transmits forces and motions in a controlled manner to achieve the desired camber variation without adverse effects on vehicle response.
Solution Approach 2:
The suspension mechanism is segmented into distinct functional components: the existing suspension elements and the newly added link. By dividing the mechanism into separate segments with specific functions, the patent achieves independent control of camber angle while maintaining proper tire contact point positioning. The new link segment handles the camber control function without interfering with the primary suspension function.
2Reliability
If the instantaneous rotation center of movement in the camber angle direction is set near the ground surface to reduce lateral displacement, then vehicle response improves, but the camber angle effect is impaired
Solution Approach 1:
The newly added link serves as an intermediary that enables the system to achieve both objectives simultaneously. It mediates between the conflicting requirements by providing a mechanical advantage that allows the rotation center to be positioned optimally while still achieving sufficient camber angle variation through the link's geometric configuration and motion characteristics.
Solution Approach 2:
The patent resolves the contradiction by operating in an additional dimensional space through the new link's configuration. The link introduces a new degree of freedom and geometric relationship that allows independent optimization of both the rotation center position and camber angle effect, transforming a two-dimensional trade-off into a three-dimensional solution space.
3Adaptability or versatility
If actuators are added to control both camber angle and lateral displacement, then both parameters can be controlled adequately, but the cost increases
Solution Approach 1:
The newly added link enables the suspension system to self-regulate both camber angle and lateral displacement through passive mechanical means. The link's geometry and connection points are designed so that the natural motion of the wheel assembly during suspension operation automatically achieves the desired camber variation while the link's constraints prevent harmful lateral displacement, eliminating the need for active actuators.
Solution Approach 2:
The newly added link performs multiple functions simultaneously: it enables camber angle control, constrains lateral displacement of the tire ground contact point, and integrates with the existing suspension mechanism. This multi-functionality replaces what would otherwise require separate actuators for each control objective, reducing overall system complexity and cost.
Data Source
AI summary
To control a camber angle to an adequate value by the use of a lateral force acting on a wheel, without causing a displacement of a tire ground contact point.A suspension device includes a link mechanism replaceable by a first virtual link 11 which, when a lateral force acts at a tire ground contact point, inclines a wheel in a camber angle direction with respect to a vehicle body so as to increase the lateral force, and a second virtual link 12 which is connected virtually and rotatably between the first virtual link 11 and the vehicle body 1 and which is arranged to allow the wheel 2 to move in the up-and-down direction with respect to the vehicle body 1 in accordance with a load variation of the wheel in the up-and-down direction. A rotation center A in the camber angle direction and a rotation center B in the up-and-down direction, of the wheel with respect to the vehicle body are arranged so that a lateral movement amount of the tire ground contact point due to a change in the position of the first virtual link 11 is canceled by a lateral movement amount of the tire ground contact point due to a change in the position of the second virtual link 12.