Wheel Suspension Steering Gear Arrangement
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Solution Overview
Problem
Conventional wheel suspension assemblies face challenges in efficiently utilizing limited installation space, especially when steering angles exceed +/−50°, leading to complex chassis kinematics and potential component collisions.
Innovation Solution
A wheel suspension assembly design that includes a spring damper, first and second transverse links, tie rods, a reversing lever, hub carrier, steering gear, and pendulum support, where the steering gear is positioned in a plane with the first transverse link, allowing for compact arrangement and efficient use of space without compromising axial kinematics or stability, and featuring a reversing lever with a double arched shape to prevent collisions and optimize steering angles up to +/−90°.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Volume of stationary object
If the steering gear is positioned within the space between transverse link struts, then the installation space is efficiently utilized, but the arrangement becomes more complex
Solution Approach 1:
The steering gear is arranged in a plane with the first transverse link, utilizing the two-dimensional space between the transverse link struts rather than occupying additional vertical or lateral space. This dimensional arrangement efficiently uses the available installation volume without increasing overall suspension assembly complexity
Solution Approach 2:
The space between the transverse link struts serves multiple functions: it provides structural support for the suspension while simultaneously accommodating the steering gear. This multi-functional use of space eliminates the need for separate mounting areas, efficiently utilizing the limited installation volume
2Adaptability or versatility
If additional components are added to enable steering angles up to +/−90°, then the steering capability is improved, but the device complexity increases
Solution Approach 1:
The reversing lever is designed with a double arched shape that dynamically adapts to different steering angles. The double arch configuration allows the lever to accommodate both small-angle steering (+/−50°) and large-angle steering (+/−90°) operations, providing versatile steering capability through a single dynamic component rather than multiple fixed configurations
Solution Approach 2:
The reversing lever is segmented into two distinct arches: a first arch for small-angle steering operations and a second arch for large-angle steering operations. This segmentation allows each arch to be optimized for its specific steering range while maintaining overall system compactness and reducing the complexity that would result from using entirely different mechanisms for different steering angles
3Volume of stationary object
If components are arranged more compactly, then the installation space utilization is improved, but the risk of component collisions increases
Solution Approach 1:
The double arched reversing lever dynamically adjusts its position and orientation based on the steering angle. During small-angle steering, the first arch is engaged; during large-angle steering, the second arch is engaged. This dynamic adaptation prevents component collisions by ensuring that the reversing lever maintains appropriate clearance from other suspension components throughout the full range of motion
Solution Approach 2:
The double arch design preliminarily prevents potential collisions by providing predetermined clearance paths. The geometry of the two arches is specifically designed to maintain safe distances from transverse links, tie rods, and other components during both small and large angle steering operations, preventing collisions before they can occur
Data Source
AI summary
A wheel suspension assembly (1) for a vehicle, having a spring damper (2), a first transverse link (4), which has a first transverse link strut (4a) and a second transverse link strut (4b), a second transverse link (5), a first tie rod (6), a second tie rod (7), a reversing lever (8), a hub carrier (9), a steering gear (10) and a pendulum support (11). Each transverse link (4, 5) has an end (12), on the hub carrier side, and two ends (13, 13a, 13b), on the chassis side. The steering gear (10) is arranged in a plane with the first transverse link (4) and in a section between an end (13a) of the first transverse link strut (41) of the first transverse link (4), on the chassis side, and an end (13b) of the second transverse link strut (4b) of the first transverse link (4), on the chassis side.