Switchable Chassis Connection Elements for Adaptive Self-Steering
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing motor vehicles lack the ability to influence their self-steering behavior, as the transverse rigidity of connection elements between the chassis frame and vehicle body is fixed, limiting the vehicle's agility and driving comfort during cornering.
Innovation Solution
The implementation of switchable connection elements with variable transverse rigidity, allowing for adjustments between high and low rigidity conditions, which changes the lever arm and deformation of the chassis frame, thereby influencing the self-steering behavior by altering the application of centrifugal forces.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the transverse rigidity of connection elements is fixed, then the structural simplicity is maintained, but the self-steering behavior cannot be influenced
Solution Approach 1:
The connection elements are designed with switchable transverse rigidity, allowing them to dynamically change between rigid and flexible states. This enables the vehicle to adjust its self-steering behavior adaptively without permanently increasing structural complexity, as the rigidity change is achieved through controllable mechanisms rather than fixed complex structures.
Solution Approach 2:
The transverse rigidity parameter of the connection elements is made variable through switching mechanisms. By changing this physical parameter between different states (high rigidity and low rigidity), the system achieves multiple self-steering behaviors without requiring completely different structural designs, thus balancing adaptability with controlled complexity.
2Force
If connection elements are positioned far from the wheel contact line, then the lever arm for centrifugal force increases, but the transverse rigidity must be very high to maintain stability
Solution Approach 1:
The connection elements incorporate switchable rigidity mechanisms that allow them to dynamically adjust their transverse stiffness. When positioned far from the wheel contact line to maximize lever arm effect, the system can switch to high rigidity mode for stability during straight-line travel, and switch to low rigidity mode when cornering to allow beneficial chassis deformation and self-steering behavior.
Solution Approach 2:
The transverse rigidity parameter of distant connection elements is made variable rather than fixed. This allows the system to optimize the balance between lever arm effectiveness and rigidity requirements by changing the rigidity parameter according to driving conditions, achieving both high leverage and appropriate stability without permanent structural compromise.
3Ease of operation
If the transverse rigidity is switched between high and low states, then the self-steering behavior can be controlled, but the structural complexity increases
Solution Approach 1:
The connection elements employ switchable mechanisms that enable dynamic adjustment of transverse rigidity between high and low states. This dynamic capability provides easy control over self-steering behavior through simple switching actions, while the mechanism design aims to minimize the complexity increase by using efficient switching structures rather than complex continuous adjustment systems.
Data Source
AI summary
A motor vehicle having a chassis frame and a vehicle body has switchable connection elements between the chassis frame and the vehicle body. The connection elements are arranged both in front of and behind the connection line of the wheel contact points of the front wheels and/or the connection line of the wheel contact points of the rear wheels. As a result, during cornering, the vehicle body exercises a bending moment upon the chassis frame, which results in a self-steering behavior of the front axle and/or of the rear axle. This self-steering behavior can be influenced in that either the connection elements in front of or the connection elements behind the corresponding axle are triggered such that they exhibit a transverse rigidity that is as high as possible. While the respective other connection elements are triggered such that they exhibit a transverse rigidity that is as low as possible. The triggering takes place by way of a control unit which, for example, uses parameters from the driving operation of the motor vehicle as control variables.