Wheel Knuckle Displacement Control for Frontal Collision Energy Management
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Solution Overview
Problem
Current vehicle crash structures do not effectively manage wheel displacement and rotation during frontal collisions, particularly in scenarios with small lateral overlap, which can lead to inefficient energy dissipation and potential wheel entrapment.
Innovation Solution
A wheel knuckle design featuring a displacement control member that extends parallel to the vehicle's longitudinal axis, positioned below the wheel's rotational axis, to promote linear displacement and reduce wheel rotation, facilitating the ejection of the wheel and knuckle assembly during a collision by creating an additional load path for collision energy.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If traditional wheel knuckle design is used without displacement control member, then the structure is simpler, but wheel rotation around vertical axis cannot be effectively reduced during frontal collision
Solution Approach 1:
The wheel knuckle is divided into functionally distinct segments: the upper member for suspension connection, the hub for bearing support, and the displacement control member for collision management. This segmentation allows each component to be optimized for its specific function, with the displacement control member specifically designed to reduce wheel rotation while maintaining overall structural integrity.
Solution Approach 2:
The displacement control member extends in a direction substantially parallel to the longitudinal axis of the vehicle, creating a new dimensional orientation for load path management. This longitudinal extension provides an additional axis for controlling wheel displacement and rotation during collision, complementing the traditional vertical and lateral support functions.
2Reliability
If displacement control member extends parallel to longitudinal axis below wheel rotational axis, then linear displacement is promoted and wheel ejection is facilitated, but manufacturing complexity increases
Solution Approach 1:
The displacement control member is integrated with the wheel knuckle structure, merging the collision management function into the existing knuckle geometry. This integration allows the displacement control member to be fabricated as part of the wheel knuckle assembly, reducing the number of separate components and simplifying manufacturing processes while maintaining the desired longitudinal orientation below the wheel rotational axis.
Solution Approach 2:
The orientation and positioning parameters of the displacement control member are specifically optimized: it extends parallel to the vehicle's longitudinal axis and is positioned below the wheel rotational axis. These parameter changes create the necessary geometric conditions for promoting linear displacement and facilitating wheel ejection during collision, while the overall shape can be adapted to manufacturing constraints.
3Force
If distal end of displacement control member is positioned proximal to wheel rim at lower vertical height, then counter moment is created to rotate upper member towards front, but structural complexity increases
Solution Approach 1:
The displacement control member acts as a structural counterweight that generates a counter moment during collision. By positioning the distal end proximal to the wheel rim at a lower vertical height, the member creates a rotational moment that counteracts the collision-induced rotation, promoting rotation of the upper member towards the front of the vehicle and facilitating controlled wheel ejection.
Solution Approach 2:
The displacement control member is pre-positioned in a specific configuration before collision occurs, with its distal end located proximal to the wheel rim at the optimal vertical height. This preliminary positioning ensures that when collision occurs, the counter moment is immediately generated in the correct direction, promoting the desired rotation and displacement without requiring active control mechanisms.
Data Source
AI summary
A wheel knuckle for supporting a wheel of a vehicle includes an upper member for connection to a vehicle suspension system, and a hub for supporting a bearing assembly. A displacement control member is provided for promoting displacement of the upper member towards a front of the vehicle in the event of a frontal collision. The displacement control member comprises a distal end for positioning proximal to a rim of the wheel. The distal end of the control member is disposed at a vertical height which is lower than a rotational axis of the wheel.