Vehicle Suspension with Parallel Load Paths for Wheel Load Adjustment
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Solution Overview
Problem
Existing vehicle wheel suspension systems require complex and costly designs to adjust wheel load, leading to high manufacturing costs, weight, and energy consumption, as they need to handle high forces and absorb wheel loads efficiently, which results in unfavorable vehicle package, weight, and emissions.
Innovation Solution
A vehicle wheel suspension system with two parallel suspension spring elements, where one element supports the vehicle body through a shift lever with a changeable transmission ratio, and the other element supports the wheel directly, reducing the forces transmitted through the shift lever and allowing for a simpler, lighter design, with an actuator that adjusts the wheel load by displacing a supporting point to change the load path, minimizing the energy required for adjustments.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a single load path with a shift lever is used to adjust wheel load, then the transmission ratio can be changed to control wheel load, but the forces transmitted through the shift lever are high requiring a massive and heavy construction
Solution Approach 1:
The load path is segmented into two parallel paths: one path contains the shift lever for active wheel load adjustment, while the other path provides a direct load bearing route. This segmentation allows the shift lever to handle only a portion of the wheel load, reducing the forces it must transmit and enabling a lighter construction.
Solution Approach 2:
Instead of requiring the shift lever to handle the full wheel load, the system uses partial action where the shift lever adjusts only a portion of the wheel load. The remaining load is borne by the parallel load path, allowing the shift lever and associated components to be designed with reduced mass while maintaining effective wheel load control.
2Force
If a cranking mechanism is used to change transmission ratio, then the actuator operating direction is perpendicular to force effect reducing actuator force, but the mechanism requires high expenditures and massive construction to absorb wheel load
Solution Approach 1:
The suspension system is segmented into two parallel load paths, where only one path contains the shift lever and actuator mechanism. This segmentation reduces the complexity by isolating the active adjustment mechanism to a single path while the other path provides straightforward load bearing, avoiding the need for a complex cranking mechanism.
Solution Approach 2:
The complex cranking mechanism is extracted and replaced with a simpler shift lever arrangement. The essential function of changing transmission ratio is retained through the shift lever, while eliminating the unnecessary complexity of a cranking mechanism. The parallel load path compensates for the reduced mechanical advantage.
3Adaptability or versatility
If a shift lever arrangement is used to adjust wheel load, then the transmission ratio can be changed, but the system requires high expenditures due to the need to absorb high forces
Solution Approach 1:
The load path is divided into two parallel routes, with the shift lever arrangement responsible for only one portion of the total wheel load. This segmentation reduces the forces that the shift lever and associated components must withstand, allowing for less expensive materials and simpler manufacturing processes while maintaining full adjustability of the wheel load.
Solution Approach 2:
The shift lever arrangement performs partial action by adjusting only a portion of the wheel load rather than the entire load. This partial action approach maintains the adaptability and adjustability of the system while significantly reducing the manufacturing costs by lowering the structural requirements of the adjustment mechanism.
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 design reduces the energy needed for actuator operation, allows for efficient damping of rolling motions, and enables better control of wheel load, reducing the need for additional stabilizers and minimizing the impact on vehicle weight and emissions, while maintaining effective load-dependent vibration damping.
Implementation Method 1
a suspension spring element (7, 16), in each case arranged in an individual load path, effective between the wheel and the vehicle body
Implementation Method 2
the transmission ratio at a shift lever provided in the load path of the support and swivelably disposed at the vehicle body or an axle carrier with respect to the latter, can be changed by way of an actuator
Data Source
AI summary
A vehicle wheel suspension has a suspension spring, by which the vehicle body is proportionally supported on a supporting bracket of the wheel suspension. The wheel load acting upon a pertaining wheel as a result of this support is changeable in that the transmission ratio at a shift lever provided in the load path of the support and swivelably disposed at the vehicle body with respect to the latter can be changed by an actuator. Parallel to the load path containing the shift lever and a first suspension spring element, an additional load path with a second suspension spring element effective between the vehicle body and the pertaining wheel is provided. The transmission ratio at the shift lever may be changed over a wide range by displacement of the supporting point of the first suspension spring element or a transmission rod supported with its other end at the supporting bracket of the wheel suspension. This supporting point may be displaced closely into the surroundings of the bearing point of the shift lever at the vehicle body or axle carrier.