Vehicle Suspension Linkage Geometry for Decoupled Power Transmission
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Solution Overview
Problem
Current wheeled vehicle suspension systems, particularly in mountain bikes and motorcycles, face inefficiencies due to cross-coupled forces from the driving wheel, leading to reduced power transmission, altered rider dynamics, and limited shock absorption range.
Innovation Solution
A suspension system design featuring a structural member, linkage arms, and a shock absorber, where the center of curvature of the wheel axle is positioned within a predetermined radius of the chain's tangent contact point with the chain ring, decoupling the suspension from driving forces and maintaining optimal neutral response throughout the range of motion.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If the suspension system is designed with conventional linkage geometry, then the suspension can provide basic shock absorption, but cross-coupled forces from the driving wheel reduce power transmission efficiency
Solution Approach 1:
The patent applies parameter changes by precisely controlling the center of curvature position relative to the chain contact point. By adjusting the geometric parameters of the linkage arms and pivot points to satisfy the specific mathematical relationship (center of curvature within predetermined radius of tangent contact point), the system transforms the force transmission characteristics to eliminate cross-coupling effects while maintaining efficient power transmission.
Solution Approach 2:
The patent introduces the center of curvature as an intermediary geometric reference point that mediates between the chain force application point and the suspension linkage. This intermediary concept allows the design of linkage geometry that naturally directs forces through the instantaneous center of rotation, preventing cross-coupled torques from being generated in the suspension system.
2Stability of the object's composition
If the suspension system allows greater range of motion, then shock absorption capability is improved, but the vehicle body experiences more pronounced squat or kick movements
Solution Approach 1:
The patent changes the geometric parameters of the suspension linkage to position the center of curvature within a predetermined radius of the chain contact point. This parameter optimization ensures that during the full range of suspension motion, the force application point remains aligned with the instantaneous center of rotation, preventing cross-coupled torques that would cause vehicle body squat or kick while allowing full suspension travel.
3Productivity
If the chain contact point is positioned optimally for power transmission, then driving efficiency is improved, but the suspension system becomes sensitive to cross-coupled forces
Solution Approach 1:
The patent uses the center of curvature as an intermediary geometric construct that bridges the chain contact point and the suspension linkage pivot points. By designing the linkage geometry so that the center of curvature coincides with or is near the chain contact point, the system ensures that forces are transmitted directly through the instantaneous center of rotation, eliminating cross-coupled torques while maintaining optimal power transmission geometry.
Data Source
AI summary
A suspension system for supporting a frame of a vehicle on at least one wheel that is coupled via a chain to a chain ring on the frame. The suspension system includes a structural member supporting an axle of the wheel, a first linkage arm connecting the structural member to the frame, a second linkage arm connecting the structural member to the frame, and a shock absorber coupled between the frame and one of the structural member, the first linkage arm and the second linkage arm. Additionally, the center of curvature (CC) of the axle of the wheel is located within a predetermined radius of a tangent contact point between a tension segment of the chain and the chain ring throughout a range motion of the suspension system.