Variable Caster Suspension Arm Mechanism
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Solution Overview
Problem
Existing suspension systems in vehicles have a fixed caster angle, which does not adjust with changing loads, leading to reduced driving safety and maneuverability, especially during braking and in overloaded or speedy conditions, and restrict the production of narrower tilting vehicles with closer wheel spacing.
Innovation Solution
A suspension system with a variable caster angle mechanism, where the suspension arm connection elements allow rotational movement around parallel axes, enabling the caster angle to change with load conditions, and includes a shock absorber connected to rotate around different axes to adjust the angle dynamically.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a fixed caster angle is used in the suspension system, then the structure is simple and easy to manufacture, but the driving safety and maneuverability are reduced under varying load conditions
Solution Approach 1:
The patent applies the dynamics principle by making the caster angle variable instead of fixed. The suspension arm connection element is designed to rotate around a vertical axis in addition to its normal oscillation, allowing the caster angle to dynamically adjust according to load conditions. This dynamic adjustment improves driving safety during braking and maneuvering while maintaining structural feasibility through the defined rotational degrees of freedom.
2Adaptability or versatility
If the shock absorber is positioned horizontally to the vehicle movement direction, then the installation is simple, but the caster angle cannot change with load conditions
Solution Approach 1:
The shock absorber is repositioned to connect between the carrier element and the chassis in a manner that allows it to influence the caster angle variation. This positioning enables the shock absorber to participate in the dynamic adjustment mechanism, allowing the caster angle to adapt to different load conditions while integrating the shock absorber into the existing suspension structure without excessive complexity.
3Length of moving object
If the wheel spacing is reduced to produce narrower vehicles, then the vehicle width is reduced, but the stability and holding of wheels on ground during braking is compromised
Solution Approach 1:
The variable caster angle mechanism compensates for the reduced wheel spacing by dynamically adjusting the caster angle according to load conditions. During braking and maneuvering, the system increases the positive caster angle to enhance wheel holding stability, allowing the vehicle to maintain narrower dimensions without sacrificing the stability that would normally require wider wheel spacing.
4Reliability
If the positive caster angle is increased to improve wheel holding during braking, then the driving safety is improved, but the maneuverability and travelling comfort are reduced
Solution Approach 1:
The system dynamically adjusts the caster angle based on real-time load conditions rather than maintaining a fixed high positive caster angle. During braking, the positive caster angle increases to improve wheel holding and safety. During normal maneuvering and travel, the caster angle returns to a more neutral position, preserving maneuverability and traveling comfort. This dynamic adaptation resolves the contradiction by providing high caster angle only when needed.
Data Source
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AI summary
The present invention relates to a suspension system (1) associated with a chassis (50) and which has a suspension arm (20) and a shock absorber (10) associated with said suspension arm (20). As an improvement, the subject matter suspension system (1) comprises an upper suspension arm (21) and a lower suspension arm (22) provided at said suspension arm (20), a carrier element (30) which extends in the direction of the chassis (50) between said upper suspension arm (21) and said lower suspension arm (22), at least one suspension arm connection element (23) which provides connection onto said carrier element (30) through the middle of the surfaces of the upper suspension arm (21) and the lower suspension arm (22) facing each other, a chassis connection element (32) provided at the end part of the carrier element (30) which extends towards the chassis (50) side and which provides connection to the chassis (50) in a manner providing rotational movement around an axis C (II), at least one lower connection element (12) provided at one end of said shock absorber (10) and which provides connection to the surface of the carrier element (30) which faces the upper suspension arm in a manner providing rotational movement around an axis B (II), at least one upper connection element (11) provided at the other end of said shock absorber (10) and which provides connection to the chassis (50) in a manner providing rotational movement around an axis A (I).